L^rl. 


1  rf.  ■•«»?.» .- 
^.^v. 


,2^^^^^5^ 


UCSB  LIBRARY 


"^"^ 


The  Peerless  Hose  Nipple  Cap 


Side  View. 
Cut  shows  exact  size  of  Nipple  Cap. 

IS  PRACTICALLY  ANTI-FRICTION.  THE  SOFT  YIELDING  END  OF  THE 
CAP  IN  CONTACT  WITH  THE  LINING  OR  TUBE  OF  THE  HOSE  IS  VERY 
ELASTIC  AND  YIELDING,  OVERCOMING  THE  SWINGING  AND  MECHANICAL 
MOTION,  DOUBLING  THE  LIFE  OF  90  PER  CENT.  OF  ANY  AIR  BRAKE 
HOSE  WHEN   THIS   LITTLE    HOSE    NIPPLE   CAP   IS    USED. 


PUT  UP  IN  BOXES  CONTAINING  ONE  GROSS  EACH. 

PUT  THE  HOSE  NIPPLE  CAP  ON  THE  END  OF  THE  IRON  NIPPLE  OR 
COUPLING  FIRMLY,  THEN  COAT  THE  END  AND  OUTSIDE  OF  THE  NIPPLE 
CAP  FREELY  WITH  PEERLESS  RUBBER  CEMENT,  AND  APPLY  HOSE  TO 
COUPLING   AND    NIPPLE   AS   USUAL, 


Rl2345678QinilI?.    Ino 


R  J  2, 3.,  4  5  6  7  8  9    10    11    \2.  ]qq 


PEERLESS  nmBFMwro  CO.  N.Y.  /sm 


MANtFACTlKED,    PATENTED,    AND    COPYRIGHTED    EXCLUSIVELY    BY 


THE  PEERLESS  RUBBER  MANUFACTURING  COMPANY, 

16   WARREN    STREET,    NEW   YORK. 


UP-TO-DATE 


Air-Brake  Catechism 


A  COMPLETE  STUDY  OF  THE  AIR-BRAKE  EQUIPMENT,  INCLUDING 
THE  LATEST  DEVICES  AND  INVENTIONS  USED.    ALL 
TROUBLES  AND  PECULIARITIES  OF  THE 
AIR  BRAKE,  AND  A  PRACTICAL 
WAY   TO   FIND  AND 
REMEDY  THEM 
ARE    EX- 
PLAINED 


Containmg  nearly  looo  Questions  with  their  Answers,  intended 
as  examination  questions  for  Engineers  a?id  Firemen, 
as  well  as  all  other  practical  railroad  meri 


ROBERT  H.  BLACKALL 

Air-Brake  Instructor  and  Inspector  on  the  D.  &  H.  R.  R. 


Fully  Illustrated 

By  engravings  specially  nnade  to  illustrate  the  various  parts  of  the  Air  Brake  ;  also 
containing  two  large  folding  plates. 


NEW  YORK 

NORMAN  W.  HENLEY  &  CO. 


1899 


Copyrighted  1898, 

BY 

Norman  W.  Henley  &  Co. 


Dedication* 


THIS   BOOK   IS   RESPECTFUI.LY   DEDICATED   TO 

R.    C.    BLACKALL, 

SUPERINTENDENT   OF    MACHINERY,    D.    &   H     C.    CO. 

AS    A    TOKEN   OF   APPRECIATION 

OF   HIS 

EXECUTIVE   ABILITY   AND   INTELLIGENT  SERVICE 

DURING   A   LONG   PERIOD   OF 

PRACTICAL  RAILROADING. 


PREFACE. 

There  is  a  law  compelling  railroad  companies  to  have 
a  sufficient  number  of  cars  to  control  trains  equipped  with 
air  brakes  by  January  i,  1900.  In  view  of  this,  there  is  a 
vast  army  of  railroad  employees,  especially  engine  and  train 
crews  and  air-brake  machinists,  whose  work  demands  a 
practical  and  thorough  understanding  of  that  subject. 

There  is  no  book  published  which  gives  a  complete  study 
of  the  air-brake  equipment,  including  the  latest  devices  and 
inventions  used.  It  is  to  meet  the  demand  for  such  a  book 
that  the  present  work  is  designed. 

The  book  includes  a  complete  discussion  of  all  parts 
of  the  air-brake  equipment,  the  troubles  and  peculiarities 
encountered,  and  a  practical  way  to  find  and  remedy  them. 
It  is  written  in  the  familiar  st3''le  of  the  class-room,  the 
method  of  question  and  answer  being  adopted,  as  in  that 
way  each  point  to  be  enforced  may  be  more  definitely  and 
clearly  brought  out. 

Train  and  engine  crews  will  find  special  and  practical  as- 
sistance to  their  work  under  the  subjects  Train  Hand- 
ling and  Train  Inspection. 

The  aim  of  the  author  has  been  to  make  the  subject 
matter  of  such  a  character  as  will  be  readily  understood  by 
beginners,  and  by  progression  under  each  topic,  to  cover 
also  the  more  intricate  work ,  which  will  make  the  book  valu- 
able to  those  advanced  in  the  subject. 

ROBERT  H.  BLACKALL. 
Air-Brake  Inspector,  D.  &  H.  C.  Co. 

October,  1898. 


TABLE  OF  CONTENTS. 


Preface. 

Beginnings  of  the  Air  Brake 

17-19 

Westinghonse  Automatic  Brake 

21 

Triple  Valve             ,             .             ,            . 

22-50 

Plain  Triple      . 

22-26 

Functions  of  the  Triple     . 

27-34 

Quick-Action  Triple    . 

35-40 

Peculiarities  and  Troubles  of  the  Tripl 

e              .                 41-50 

Westinghonse  Freight  Equipment 

51-54 

Piston  Travel            ,             .             .             . 

55-65 

Westinghonse  Retaining  Valve — 

Operation,  Troubles  and  Benefits 

66-73 

Main  Reservoir               .... 

74-78 

Westinghonse  Engineer's  Brake  Valves    . 

79-119 

F  6  Valve 

81-105 

Feed  Valve  or  Train-Line  Governor 

93-97 

Little  Drum,  or  Cavity  D 

98-101 

Peculiarities  and  Troubles 

102-105 

D  8  Valve            ..... 

106-117 

Operation  and  Description 

106- I 13 

Peculiarities  and  Troubles 

114-117 

Comparison  of  F  6  and  D  8  Brake  Valves 

118-119 

Westinghonse  Pumps     .... 

120-135 

9^-Inch  Pump         .... 

121-132 

Operation          .             ,             .             . 

121-125 

Peculiarities,  Troubles  and  Care 

125-132 

8-Inch  Pump       ..... 

.       132-135 

Operation    .... 

132-135 

Troubles            .... 

135 

Sweeney  Compressor 

136 

Westinghouse  Pump  Governors  — 

Operations,  Peculiarities  and  Troubles 

.        137-143 

Westinghouse  Whistle  Signal 

144-157 

Operation          .... 

.       144-151 

Peculiarities  and  Troubles 

152-157 

TABLE   OF   CONTENTS. 


Westinghouse  High-Speed  Brake         .             .             r             .  158-162 

Train  Inspection       ......  163-170 

Train  Handling               ......  171-194 

Description  of  Tests             .             »             .             .             .  195 

Piping     .                          ......  196-197 

M.  C.  B.  Rules          ......  19S-201 

Braking  Power  and  Iveverage   .....  202-220 

Discussion               .....  202-220 

Classes  of  Levers                       ....  205-209 

Application  to  Hodge  System      .             .             .  209-215 

Application  to  Stevens  System           .             .             .  214-215 
Sizes  of  Cylinders  to  be  used  -with  Different  Weights  of 

Cars             ......  216 

American  Brake  Leverage             .                           .  217-219 

Cam  Brake         ......  220 

Formulae  and  Rules. for  Air-Brake  Inspectors       .             .  221-224 


LIST  OF  ILLUSTRATIONS. 

Plate  A.  General  Arrangement  of  the  Air-Brake  Equipment  on 
the  Engine,  Tender,  and  Passenger  Car. 

PAGE, 

Fig.     I.  Plain  Triple    ....                           .         =         ..  22 

Fig.    2.     Quick- Action  Triple .  38 

I^ig-    3-  Quick- Action  Triple  Slide  Valve  Bushing    '.         .  39 

Fig.    3  A.     Quick- Action  Triple  Slide  Valve       •         •         ^         •  39 

Fig.    4.  Quick- Action  Triple,  showing  Emergency  Position  41 

Fig.    5.  Plain  Triple,  showing.  Service  Position          ...  42 

Fig.    6.  Quick-Action  Triple,  showing  Release  Position  ,  43 

Fig.    7.  Freight  Equipment        .....  52 

Fig.    8.     McKee  Slack  Adjuster  , ^64 

Fig.    9.  Pressure  Retaining  Valve      ....         c         .  67 

Fig.  10.  F  6  Brake  Valve     ....         .0,,  82 

Fig:  II.  F  6  Brake  Valve     .         .         .         =         «         ,         c         ,  84 

Fig.  12.  F  6  Brake  Valve     ,,.,.«.  86 

Fig.  13.  A  View  of  the  Bottom  Side  of  the  Rotary  43         ,         ,  90 

Fig.  14.  Feed  Valve  or  Train-Line  Governor     .         .         ,         :  94 

Fig.  15.  Leak  in  Train-Line  Governor  Gasket  .         =         -         ,  95 

Fig.  16.  Little  Drum,  or  Cavity  D       ,         ,         ,         »         .  98 

Fig.  17.  D  8  Brake  Valve    ....         o         o         ^  106 

Fig.  18.  D  8  Brake  Valve    ..,.,.„-  no 

Fig.  19.  D  8  Brake  Valve     ..,..».          m 

Fig.  20.  Showing  Bottom  Side  of  Rotary  of  D  8  Valve      .  112 

Plate  B.  The  9>^-Inch  Improved  Air  Pump. 

Fig.  21.  The  8-Inch  Pump.          .         .         .         ,         ,         »         .  I33 

Fig.  22.  Improved  Pump  Governor    ...---         ■^  138 

Fig.  23.  Old  Style  Pump  Governor    ..,.,-  141 

Fig.  24.  Location  of  Signal  Apparatus  on  Engine     »  144 

Fig.  25.  Location  of  Signal  Apparatus  on  Coach         -  146 

Fig.  26=  Car  Discharge  Valve                                                             ->  I47 

Fig.  27.  Signal  Valve           .,,..--  I49 

Fig.  28,  Improved  Reducing  Valve    ,                   -         ^         .         -  150 

Fig.  29.  Signal  Whistle       .         .         ,         -         ....  151 

Fig.  30,  Old  Style  Reducing  Valve    .,,...  152 


LIST   OF   ILLUSTRATlONSo 


Fig. 

31- 

Fig. 

32= 

Fig. 

33. 

Fig. 

34- 

Fig. 

35- 

Fig  36. 

Fig. 

37" 

Fig.  38. 

Fig. 

39- 

Fig. 

40. 

PAGE. 

High-Speed  Brake  Reducing  Valve      ....  160 
Comparative    Efficiency   of    Different  Westinghouse 

Brakes 161 

Lever  of  ist  Kind 205 

Lever  of  ist  Kind            .         .         .         ,         .         .         .  205 

Lever  of  2nd  Kind         ......  207 

Lever  of  2nd  Kind          ...--..  207 

Lever  of  3rd  Kind          ,         .         .         o         .         .         .  208 

Lever  of  3rd  Kind          ,.,,;„,  208 

Hodge  System       ^         .         =         ,                           .         -  209 

American  Equalized  Brake   .        .         ~         =                 •  218 


JIPMENT 
AR. 


ENGINEERS 
BRAKE  VALVE 


OUPLINQ      y^A 


Plate  A. 

GENERAL  ARRANGEMENT  OF  THE  AIR-BRAKE  EQUIPMENT  ON  THE  ENGINE, 
TENDER  AND  PASSENGER  CAR. 


BEGINNINGS     OF    THE 

AIR  BRAKE 


Q.  What  is  an  air  brake  ? 

A.  A  brake  worked  by  compressed  air. 

Q.  What  was  the  first  form  of  air  brake  ttsed  ? 

A.  The  straight  air  brake. 

Q.  By  zuhom  and  when  was  it  i^ivented  ? 

A.  By  George  Westinghouse,  Jr.,  in  1869. 

O.  What  forms  of  brake  did  it  supplant  ? 

A.  The  hand  and  the  spring  brakes. 

Q.  What  parts  were  necessary  to  operate  tJie 
straight  air  brake  ? 

A.  An  air  pump,  main  reservoir,  a  valve  called  the 
three-way  cock  used  to  control  the  application  and  release 
of  the  brakes,  a  train  pipe,  and  brake  cylinders. 

Q.      What  parts  were  on  the  engine  ? 

A.     A  main  reservoir,  pump,  and  engineer's  valve. 

Q.     What  parts  were  on  the  car  ? 
h..     The  train  pipe  and  cylinder. 

Q.  Where  was  the  braking poiver  stored  with  this 
system  ? 

A.     In  the  main  reservoir  on  the  engine. 


1 8  Air-Brake  Catechism. 

Q.     How  zuere  the  brakes  applied  ? 

A.  By  changing  the  position  of  the  three-way  cock 
on  the  engine  so  as  to  allow  the  main  reservoir  pressure 
to  flow  into  the  train  line.  The  train  line,  connected 
directly  with  the  brake  cylinder,  allowed  air  to  pass  into 
the  cylinder,  forcing  thepistonout  and  applying  the  brake. 

Q.     Why  was  this  brake  luisatisfaetory  ? 

A.  For  several  reasons.  First,  the  tendency  of  the 
brake  was  to  apply  soonest  at  the  head  end  of  the  train . 
If  they  were  applied  suddenly  the  slack  running  ahead 
would  cause  severe  shocks  and  damage.  Second,  if  a 
hose  burst  in  the  train,  the  brakes  could  not  be  set  wdth 
air,  as  it  would  pass  out  the  burst  hose  to  the  atmosphere. 
Third,  on  a  long  train  the  main  reservoir  pressure  w^ould 
equalize  with  that  in  the  train  line  and  brake  cylinders 
at  a  low  pressure  on  account  of  the  large  space  to  be  filled; 
before  the  brakes  w^re  full  set  the  engineer  would  have 
to  allow  the  pump  to  compress  air  into  the  train  line  and 
brake  cylinders,  and  before  maximum  braking  power 
was  obtained  the  train  would  be  stopped.  Fourth,  the 
effect  of  friction  on  the  flow  of  air  from  main  reservoir 
through  a  long  train  made  this  brake  slower. 

Q,  What  was  ihe  next  forvi  after  the  straight 
air  brake  ? 

A.     The  automatic. 

Q.     By  whom  and  when  zvas  it  invented  ? 
A.     By  George  Westinghouse,  Jr.,  in  1873. 

Q.  What  gains  over  tJie  hand  brake  are  made 
with  the  air  brake  ? 

A.  With  a  train  of  fifty  modern  equipped  air-brake 
cars,  a  full  and  harder  set  biake  is  obtained  on  the  entire 
train  more  quickly  than  a  hand  brake  can  be  set  on  one 
car.     Since  trains  handled  on  heavy  grades  have  to  be 


Beginnings  of  the  Air  Brake.  19 

slowed  down  for  the  purpose  of  recharging,  by  this  means 
the  wheels  are  given  a  chance  to  cool.  With  the  hand 
brakes  used  on  heavy  grades,  the  shoes  grind  against  the 
wheels  down  nearly,  or  quite  all  of  the  grade  so  that  often 
the  train  is  wrecked  because  the  wheels  are  heated  to  so 
high  a  temperature  that  they  break.  Air  brakes  give 
us  an  increased  speed  of  trains  with  greater  safety. 


THE  WESTINGHOUSE  AUTOMATIC  BRAKE. 

Q.  Where  was  the  difference  in  the  equipment 
between  the  straigJit  air  and  automatic  brake  made  ? 

A.  Besides  the  train  line  and  brake  cylinder,  a  plain 
triple  and  an  auxiliary  reservoir  were  added  to  the  car. 

Q.  With  the  cars  equipped  with  the  automatic 
brake,  zuhat  gain  was  fnade  over  the  straigJit  air 
brake  ? 

A.  (i)  The  necessary  braking  power,  regardless  of 
the  length  of  the  train ,  was  stored  in  the  auxiliary  under 
each  car  for  that  car,  so  that. the  brakes  could  be  full  set 
very  quickly  compared  to  the  action  of  the  straight  air 
brake.  (2)  If  the  train  broke  in  two  or  a  hose  burst, 
the  triples  would  automatically  apply  the  brakes,  while 
with  the  straight  air  the  brakes  could  not  be  applied. 

Q.  What  was  the  essential  feature  of  the  auto- 
matic brake  ? 

A.      The  triple  valve  known  as  the  j)lai)%  triple. 

Q.      Where  was  it  located  ? 

A.  On  the  car,  at  the  junction  of  the  train  line, 
auxiliary,  and  brake  cylinder. 

Q.  Did  the  pump  and  three-zuay  cock  remain  on 
the  enoine  ? 

A.     Yes  ;  this  was  left  for  later  development. 


PlyAIN  TRIPLE. 

Q,     Name  the  different  parts  of  the  plain  triple. 


\ 


\ 


Fig.  I.— Pi,ain  Tripi^e. 


A.     13  and  15  are  the  cut-out  cock  and  the  handle ;  8, 
the  graduating  post ;   9,  the  graduating  spring;  m  and 


Plain  Triple.  23 

n  are  feed  ports;  5  is  the  triple  piston;  6,  the  slide 
valve ;  7  is  the  graduating  valve  which  works  inside 
the  slide  valve;  12,  a  piston-packing  ring;  18,  slide- 
valve  spring ;  Y,  the  port  leading  to  the  auxiliary  ;  A^ 
leads  to  brake  cylinder  ;    W  leads  to  train-line  pressure. 

Q.     For  7^^ hat  are  valve  ij  and  handle  75  nsui  ? 

A.  They  permit  the  triple  to  be  used  as  straight 
air,  automatic  or  cut  out  entirely,  as  illustrated  by  the 
cut  (Fig.  i). 

O.  JVhat  three  positions  has  the  handle  i^ 
{Fig.  I)? 

A.  As  shown  in  the  cut,  by  the  different  positions  of 
the  handle  :  so  that  the  triple  would  be  cut  in,  as  it  is 
with  the  handle  15  at  right  angles  to  the  triple  ;  pointing 
straight  down,  in  which  case,  air  coming  in  at  W  from 
the  train  line  would  go  through  port  e  of  the  plug  cock 
13  and  out  into  the  brake  cylinder  through  X ;  or  the 
handle  could  stand  at  an  angle  of  45^,  in  which  posi- 
tion ports  /,  a  and  d  would  all  be  blanked. 

In  the  first  position  the  triple  is  cut  in  as  automatic, 
in  the  second  for  straight  air,  and  in  the  third  the  triple 
is  cut  out  entireh'. 

Q.  Can  the  modern  plain  triple  now  sent  out  be 
cut  into  straicrht  air  ? 

A.     No. 

a      Why  not  ? 

A.  Because  there  are  lugs  cast  on  the  handle  15 
which  strike  and  will  not  allow  ic  to  be  raised  above 
its  position  as  shown  in  the  cut,  or  lower  than  the 
position  marked  "  shut  off." 

Q,  Why  was  it  necessary  to  have  it  so  arranged 
that  it  could  be  cnt  in  as  straight  air  ? 

A.      When  the  brakes  were  gradually  being  changed 


24  Air-Brake  Catechism. 

from  straight  air  to  automatic,  it  sometimes  happened 
that  only  a  few  cars  in  the  train  had  the  triple  applied. 
In  this  case  the  handle  15  was  turned  so  as  to  cut  the  car 
into  straight  air  to  be  used  with  the  other  straight  air  cars. 

Q.      Of  what  use  are  8  and  g  {Fig-  /)  ? 

A.  In  applying  the  brakes,  when  piston  5  moves 
out  and  touches  the  stem  8,  held  by  the  graduating  spring 
9  (Fig.  i),  the  piston  is  stopped,  if  a  gradual  reduction  is 
being  made  on  the  train  line,  when  the  piston  has 
drawn  the  slide  valve  down  far  enough  to  make  a  port 
connection  between  the  auxiliary  and  cylinder. 

Q.  If  a  quick  reductiou  is  being  made  07i  the 
train  line,  will  the  spring  g  stop  the  triple  piston  ? 

A.  No;  a  quick  reduction  causes  the  triple  piston  5 
to  move  out  quickly,  and  the  sudden  impact  compresses 
the  spring  9,  allowing  the  piston  5  to  move  out  until  it 
strikes  gasket  11,  to  what  is  known  as  emergency 
position. 

Q.  5  {Fig.  i)  is  called  the  triple  piston.  How  is  it 
actuated? 

A.  Train-line  pressure  is  on  the  lower  side  of  the 
piston  and  auxiliary  pressure  on  the  upper  or  slide- 
valve  side.  It  is  by  changing  these  pressures  that  the 
piston  is  moved. 

Q,      What  are  the  duties  of  the  piston  as  it  moves  ? 

A.  To  open  and  close  the  feed  ports  m  and  n  (Fig.  i) 
through  which  the  train-line  pressure  flows  into  the  auxil- 
iary, to  move  the  graduating  valve  7  and  the  slide  valve  6. 

Q.  What  is  the  duty  of  the  graduating  valve  7 
{Fig.  I)? 

A.  It  is  the  small  valve  inside  the  slide  valve,  and  its 
duty  as  it  is  moved  backward  and  forward  by  the  triple 
piston  is  to  open  and  close  the  port  j)  through  which,  in 


Plain  Triple.  25 

the  service  application,  auxiliary  pressure  flows  to  the 
brake  cylinder. 

Q.  Does  the  graduating  valve  7nove  every  time 
the  triple  piston  moves? 

A.  Yes,  because  it  is  fastened  to  the  stem  of  the 
piston  by  a  pin  which  passes  through  both  the  gradu- 
ating valve  and  the  stem  of  the  triple  piston.  The  pin 
is  represented  by  the  dotted  lines  running  through  the 
lower  end  of  the  graduating  valve  at  right  angles  to  it. 

Q.  Could  we  get  along  zuithont  the  gradnatiiig 
valve  ? 

A.  Yes,  but  the  sensitiveness  of  the  triple  would  be 
destroyed. 

Q.  How  does  tJie  or^^adiiatincr  valve  make  the 
triple  sefisitive  ? 

A.  A  reduction  of  train-line  pressure  causes  the 
triple  to  assume  servdce  position,  and  after  the  auxiliary 
pressure  has  expanded  to  a  trifle  below  that  in  the  train 
line,  piston  5  (Fig.  i)  moves  back  and  closes  the  graduating 
valve  on  its  seat.  Train-line  pressure  had  simply  to 
overcome  the  friction  on  the  triple  piston-packing  ring 
to  do  this,  but  had  we  no  graduating  valve  the  train- 
line  pressure  would  have  had  to  be  strong  enough  to 
overcome  the  additional  friction  of  the  slide  valve  to 
move  it  back  far  enough  to  close  port  j:>.  When  wishing 
to  apply  brakes  harder,  a  heavier  reduction  would  be 
necessary  to  again  move  the  slide  valve  to  service 
position.  With  the  graduating  valve,  the  slide  valve  is 
moved  to  service  position  with  the  first  reduction,  where 
it  remains  until  the  brake  is  released  or  in  case  the 
emergency  is  used. 

Q.      What  are  the  ditties  of  the  slide  valve  ? 

A.  In  the  plain  triple,  when  moved  by  the  triple 
piston,  it  serves   to  make   a   connection   between   the 


26  Air-Brakr  Catechism. 

auxiliary  and  the  brake  cylinder  or  between  the  brake 
cylinder  and  the  atmosphere. 

Q.  Does  the  slide  valve  move  eve^y  tmie  the 
piston  moves? 

A.  No ;  the  slide  valve  will  not  move  when  the 
piston  starts  down  until  it  has  moved  far  enough  for  the 
lug  just  above  i8  (Fig.  i)  to  strike  the  valve.  The 
same,  if  the  piston  is  down  full  stroke ;  when  it  starts 
back  the  slide  valve  will  not  move  until  the  piston  has 
gone  back  far  enough  to  seat  the  graduating  valve. 

Q.      Of  zvhat  use  is  the  sprijig  i8  {Fig.  /)  f 
A.     Its  duty  is  to  hold  the  slide  valve  on  its  seat  and 
to  prevent  dirt  from  collecting  there  when  there  is  no 
auxiliary  pressure  to  hold  the  valve  on  its  seat,  as  when 
the  car  is  "dry." 


FUNCTIONS  OF  THE  TRIPLE  IN  THE 
OPERATION  OF  THE  BRAKE. 

Q,      Why  2s  this  valve  called  the  triple  valve  ? 
A.     Because    it    automatically    does    three   things  : 
charges  the  auxiliary,  applies  the  brake  and  releases  it. 

Q.  If  an  engine  couples  to  a  car  that  is  not 
charged,  how  does  the  triple  charge  the  auxiliary  on 

.the  car  whe^t  the  hose  is  coupled  and  the  angle 
cocks  turned  so  as  to  allow  the  compressed  air  to 

flow  into  the  train  line  on  this  car  from  the  engine? 
A.  A  cross-over  pipe  from  the  main  train  line  couples 
to  the  triple  at  TF(Fig.  i).  The  pressure  from  the  train 
line  passes  into  the  triple  at  11',  through  port  c  as  indicated 
by  the  arrow  into  cavity  B;  thence  through  the  feed 
ports  771  and  n  into  the  chamber  where  the  slide  valve 
moves  and  out  into  the  auxiliary  at  F. 

Q.  How  long  does  the  air  continue  to  flow  into 
the  auxiliary  ? 

A.  Just  as  long  as  the  train-line  pressure  is  greater 
than  that  in  the  auxiliary,  that  is,  until  the  pressures 
are  equal  on  the  two  sides  of  the  triple  piston  5. 

Q.  How  are  the  two  sides  of  the  piston  referred 
to? 

A.  The  lower  side,  having  train-line  pressure  on  it, 
is  called  the  train-line  side  of  the  piston,  and  the  upper 
side,  having  auxiliary  pressure  on  it,  the  auxiliary  or 
slide-valve  side. 


28  Air-Brake  Catechism. 

Q.  What  is  necessaiy  to  cause  piston  5  {Fig.  /) 
to  move  from  release  position  ? 

A.  Any  reduction  of  train-line  pressure  ;  a  break  in 
the  hose  ;  the  use  of  his  valve  by  the  engineer  to  make 
a  train-line  reduction. 

O.  If  a  reduction  of  train-line  pressure  is  made, 
how  does  the  triple  respond  ? 

A.  Auxiliary  pressure  now  being  greater  forces  the 
triple  piston  down. 

O.  What  two  things  does  the  piston  do  when  it 
starts  to  move  down  ? 

A.  It  closes  the  feed  grooves  m  and  n  and  moves  the 
graduating  valve  from  its  seat. 

Q.  Does  the  slide  valve  m.ove  as  soon  as  the 
piston  f 

A.  No,  not  until  the  lug  above  18  (Fig.  i)  is  drawn 
down  far  enough  to  rest  against  the  slide  valve. 

Q.  What  does  the  slide  valve  do  as  soon  as  the 
lug  strikes  and  moves  it  down  ? 

A.  It  first  closes  the  exhaust  port  g  which  in  release 
position  connected  the  brake  cylinder  with  the  atmos- 
phere through  A",  c/,  e,  /,  g^  h  and  k. 

Q.     How  far  down  does  the  triple  piston  travel  ? 

A.  Until  the  projecting  stem  of  the  piston  strikes 
the  stem  8  held  by  the  graduating  spring  9  (Fig.  i). 

Q,  When  these  stems  touch,  how  does  the  slide 
valve  stand  ? 

A.  Port  p  of  the  slide  valve  is  in  front  of  port  /, 
and,  as  the  graduating  valve  was  pulled  from  its  seat 
when  the  piston  first  moved,  the  auxiliary  pressure  is 
now  free  to  pass  into  the  slide  valve  through  port  /, 


Functions  of  the  Triple.  29 

called  the  service  or  graduating  port,  which  leads  into 
port  p.  The  air  passes  through  ports  l^  J^y  fy  e^  d,  and 
out  through  A''  to  the  brake  cylinder. 

Q.  How  long  does  the  gradtcating  valve  remain 
off  its  seat  so  as  to  allow  auxiliary  pressure  to  flow 
to  the  brake  cylinder  ? 

A.  We  reduced  the  train-line  pressure  to  allow  the 
greater  auxiliary  pressure  to  move  the  piston  down  and 
open  the  service  or  graduating  port  j)  between  the  auxil- 
iary and  cylinder.  Just  as  long  as  the  auxiliary  pressure 
is  greater,  the  piston  will  stay  down  and  the  graduating 
valve  remain  unseated.  As  the  auxiliary  pressure  ex- 
pands into  the  brake  cylinder  it  gradually  becomes  less 
until,  when  the  train-line  pressure  becomes  enough 
greater  than  that  in  the  auxiliary  to  overcome  the  fric- 
tion on  the  packing  ring  12  (Fig.  i),  the  piston  auto- 
matically moves  back  and  seats  the  graduating  valve. 

O.     Does  the  slide  valve  move  ? 
A.     No,  not  now. 

Q.      Why  not  f 

A,  The  train-line  pressure  was  just  strong  enough 
to  overcome  the  friction  on  the  packing  ring  1 2 ,  move 
the  piston  back,  and  close  the  graduating  valve.  With 
the  ports  all  closed  the  piston  would  also  have  to  com- 
press the  air  in  the  auxiliary  to  go  back  any  farther. 
Then,  too,  the  pressure  left  in  the  auxiliary  acting  to 
force  the  slide  valve  on  its  seat  produces  a  friction,  if  the 
valve  were  moved,  that  the  train-line  pressure  as  it  stands 
is  not  sufficiently  strong  to  overcome. 

Q.  How  do  the  auxiliary  and  train-line  press- 
ures now  stand  ? 

A.  Practically  equal,  although  the  auxiliary  pressure 
had  to  be  a  trifle  less  to  allow  the  triple  piston  to  be 
moved  back  sufficiently  to  seat  the  graduating  valve. 


30  Aip.-Brake  Catechism. 

Q.  The  brake  is  now  partially  applied  and 
on  what  is  termed  lap  position  ;  what  must  be  done 
to  apply  the  brake  harder  ? 

A.  Another  reduction  of  train-line  pressure  must  be 
made. 

Q.     How  does  this  set  the  brake  tighter  f 

A.  The  auxiliary  pressure  once  more  being  stronger 
than  that  on  the  train  line  forces  the  triple  piston  down 
until  it  is  again  stopped  by  the  graduating  post.  This 
movement  is  just  sufficient  to  unseat  the  graduating 
valve,  the  slide  valve  remaining  where  it  was  with  its 
service  port  ])  (Fig.  i)  in  front  of  the  brake  cylinder. 
About  the  same  amount  of  air  pressure  passes  from  the 
auxiliary  to  the  cylinder  that  was  taken  from  the  train 
line,  and  the  piston  once  more  having  a  trifle  more 
pressure  on  the  train  line  than  on  the  auxiliary  side  moves 
back  sufficiently  to  seat  the  graduating  valve. 

Q.  Hozu  lo7ig  can  these  train-line  reductions  con- 
tinne  to  be  made  and  canse  the  brake  to  set  harder  ? 

A.  Until  the  pressures  have  finally  equalized  be- 
tween the  auxiliary  and  the  brake  cylinder. 

Q.  After  th  e  a  icxiliary  and  bra  ke-cy  Under  press- 
ures were  equal,  would  the  brake  set  any  harder  if 
all  train-li7ie  pressure  were  throzvn  to  the  atmos- 
phere ? 

A.  No ;  when  the  brakes  are  full  set  the  auxiliar}' 
and  brake-cylinder  pressures  are  equal,  and  a  further  re- 
duction of  train-line  pressure  would  only  be  a  waste  of 
air  that  the  pump  would  have  to  replace  in  order  to  re- 
lease the  brakes. 

Q.  If  a  further  train-line  reduction  were  made 
a  tcr  the  brake  was  full  set,  would  pisto7i  5  {f^ig-  i) 


Functions  of  the  Triple.  31 

move    any    farther    than    U7itil    the    piston    and 
gradttating post  touched? 

A.  Yes  ;  the  spring  9  could  not  withstand  the  auxil- 
iary pressure,  as  it  is  so  much  in  excess  of  the  reduced 
train-line  pressure,  and  the  piston  would  move  down 
until  it  seated  on  gasket  11.  In  this  position  there 
would  be  a  direct  connection  across  the  end  of  the  slide 
valve  between  the  auxiliary  and  brake  cylinder,  but  the 
brake  would  not  set  any  tighter,  as  the  auxiliary  and 
brake- cylinder  pressures  were  already  equal. 

Q.  The  brake  is  nozu  full  set.  What  is  neces- 
sary to  release  it? 

A.  It  is  necessary  to  get  the  pressure  on  the  train- 
line  side  of  the  triple  piston  greater  than  that  on  its 
auxiliary  side. 

Q.     Hozu  is  this  done  ? 

A.  By  moving  the  handle  of  the  engineer's  valve  so 
as  to  connect  the  pressure  of  ninety  pounds,  stored  in  the 
large  main  reservoir  on  the  engine,  with  the  train  line. 
Air  flowing  from  the  main  reservoir  into  the  train  line 
causes  the  pressure  on  the  train-line  side  of  the  triple 
piston  to  be  sufficiently  strong  to  overcome  auxiliary 
pressure  and  force  the  triple  piston  to  release  position. 

Q.  When  the  triple  is  forced  to  release  position 
the  slide  and  orradnatinz  valves  are  carried  with  it. 
What  two  pjrt  openings  are  made  in  this  position  ? 
A.  One  between  the  train  line  and  auxiliary  through 
the  feed  ports  m  and  a  (Fig.  i) ;  and  one  from  the  brake 
cylinder  to  the  atmosphere  through  ports  c/,  e,  /,  ,</,  h 
and  k.     The  triple  is  in  release  as  shown  in  the  cut. 

Q.  We  notice  that  the  feed  grooves  m  and  n  (Fig. 
/)  are  very  small.  How  long  would  it  take  to  charge 
an  auxiliary  from  zero  to  seventy  pounds  xuith  a 


32  Air-Brake  Catechism. 

constant  pressure  of  seventy  pottnds  on  the  t^^^ain 
line,  tising  the  triple  now  sent  out  ? 

A.  About  seventy  seconds  ;  and  occasionally  a  little 
longer. 

Q.  Will  it  charge  more  quickly  than  this  with 
a  greater  pressure  than  seventy  pounds  on  the  train 
lifie  ? 

A.     Yes. 

Q.  Had  zue  a  train  of  fifteen  cars,  could  we 
charge  the  fifteeji  auxiliaries  as  fast  as  we  could 
one  ? 

A.  No,  because  we  now  have  fifteen  feed  grooves 
in  the  triples  drawing  air  from  the  train  line,  and 
the  pump  cannot  compress  air  fast  enough  to  keep 
the  train-line  pressure  at  seventy  pounds. 

Q.  Why  not  make  these  feed  grooves  larger  so 
as  to  charge  the  auxiliaries  more  qtiickly  f 

A.  The  purpose  is  to  make  the  grooves  sufficiently 
small  that  on  a  long  train  the  auxiliaries  will  charge 
alike.  On  a  long  train  there  is  a  tendency  for  the  head 
auxiliaries  to  charge  faster  than  the  rear  ones,  if  the 
triple  feed  grooves  are  larger  than  those  now  used. 

Q.  What  is  likely  to  happen  if  some  auxiliaries 
charge  faster  than  others  ? 

A.  As  the  air  is  fed  from  the  main  reservoir  back 
into  the  train  line  until  those  pressures  are  equal,  and 
as  the  pump  will  not,  on  a  long  train,  supply  air  as  fast 
as  the  triple  feed  grooves  take  it  from  the  train  line,  it 
follows  that  the  auxiliaries  which  charge  the  slower  will 
continue  to  feed  from  the  train  line  and  cause  a  reduction 
that  will  set  some  of  the  head  brakes. 

Q.  So  far  we  have  spoken  of  the  action  of  the 
plain  triple  only  in  the  service  application.      What 


'ain 


Functions  of  the  Triple.  33 

is  the  difference  betwee^i  the  service  arid  the  emer- 
gency  ? 

A.  In  service  the  brakes  set  gradually,  while  in 
emergency  they  go  on  very  suddenly. 

Q.  A  gradual  reduction  sets  the  brakes  in  ser- 
vice. What  kind  of  a  reduction  is  necessary  to  set 
the  brakes  in  emergency  ? 

A.     A  sudden  reduction. 

Q,     Describe  the  emergency  action  of  the  pit 
triple. 

A.  The  suddenness  of  the  train-line  reduction  causes 
piston  5  (Fig.  i)  to  move  down  suddenly,  striking  the 
stem  8  a  quick,  sharp  blow  which  the  graduating  spring 
9  is  not  stiff  enough  to  withstand.  The  piston  travels 
down  full  stroke  and  bottoms  on  gasket  1 1 .  This  is  emer- 
gency position,  and  the  slide  valve  has  been  drawn  down 
so  that  air  coming  through  Y  from  the  auxiliary  passes 
across  the  end  of  the  slide  valve  directly  into  the  large 
port  /  leading  to  the  brake  cylinder  without  first  going 
through  the  small  service  port  p  in  the  slide  valve,  as  it 
did  in  the  service  position. 

Q.      JFhy  does  the  brake  set  more  quickly  ? 

A.  Because  the  air  goes  direct  to  the  cylinder  through 
a  larger  port  than  is  used  in  service. 

O.  Do  we  gain  any  more  pressure  luith  the  plain 
triple  in  emergency  than  in  full  service? 

A.  No  ;  in  both  cases  the  auxiliar}'  pressure  equal- 
izes with  that  in  the  brake  cylinder,  but  in  emergency 
these  pressures  equalize  more  quickly  because  of  the  air 
reaching  the  brake  cylinder  through  a  larger  port. 

Q.     Are  plain  triples  still  used  ? 


34 


Air-Brake  Catechism. 


A.  Yes,  but  they  are  used  almost  entirely  on  engines 
and  tenders.  Their  use  on  cars  is  confined  principally 
to  those  equipments  put  on  before  the  quick -action  triple 
was  introduced o 


THE  WESTINGHOUSE  QUICK-ACTION 
TRIPLE. 

Q.  Whe7i  and  by  whoin  was  the  quick-action 
triple  invented? 

A.     In  1887,  by  George  Westinghouse,  Jr. 

Q.  We  already  had  the  plain  triple.  Why  was 
the  qnick-action  triple  necessary  ? 

A.  The  plain  triple  was  satisfactory  so  long  as  only 
the  ser\dce  application  was  used,  but  not  so  with  the 
emergency  application  on  a  long  train.  In  this  latter 
case  the  head  brakes  were  full  set  so  much  sooner  than 
those  on  the  rear,  that  the  slack  of  the  train  ran  ahead 
and  often  did  great  damage. 

Q.  What  two  important  advantages  are  gained 
by  the  quick- action  triple  f 

A.  We  are  enabled  to  set  the  brakes  throughout  the 
train  before  the  slack  has  a  chance  to  run  ahead  and  do 
damage,  and  not  only  does  the  brake  set  more  quickly  in 
emergency,  but  it  is  also  set  harder,  thus  permitting  a 
quicker  stop  and  a  higher  safe  speed  for  trains. 

Q.  In  the  tcse  of  the  service  application,  zuhat  is 
the  difference  between  the  action  of  the  plain  and 
the  quick-action  triples  ? 

A.  None  whatever ;  their  action  and  the  parts  em- 
ployed are  identical,  excepting  the  additional  ports  placed 
in  the  slide  valve  of  the  quick-action  triple,  which  are 
used  only  in  emergency. 


36  Air-Brakk  Catechism, 

O.      Will  these    tzuo   kinds   of  triples   scattered 
through  a  train  work  together  properly  in  service  ? 
A.     Perfectly. 

Q.  Name  the  different  parts  of  the  quick-action 
triple  not  fo2ind  in  the  plain  triple. 

A.  The  strainer  16  (Fig.  2).  The  additional  port  s 
in  the  slide  valve  and  the  removed  corner  of  the  slide  valve 
shown  in  Fig.  3 A.  8  is  the  emergency  piston.  10  is  the 
emergency  or,  as  it  is  more  commonly  called,  the  rubber- 
seated  valve.  15  is  called  the  train-line  check,  also  the 
emergency  check. 

O'.      Of  luhat  use  is  the  strainer  f 

A.  Strainer  16  is  to  keep  dirt  from  getting  into  the 
triple  in  such  a  way  as  to  close  the  small  feed  ports  i 
and  h. 

O.      Of  what  7ise  is  piston  8  ? 

A.  If  the  triple  is  moved  so  as  to  allow  auxiliary 
pressure  to  get  into  port  i  on  top  of  piston  8,  this  piston 
will  be  forced  down,  thereby  forcing  the  emergency  valve 
10  from  its  seat. 

Q.  What  is  done  zuhen  the  rubber-seated  or 
emergency  valve  10  {Fig  2)  is  forced  from  its  seat? 

A.  All  air  escapes  from  cavity  y  and  allows  train- 
line  pressure  to  force  the  train-line  check  15  from  its 
seat. 

Q.      Of  what  tise  is  the  check  valve  /j  ? 

A.  If  a  hose  breaks  in  the  train  line,  the  brakes  would 
go  full  set  on  the  whole  train  and,  with  no  air  in  the 
train  line,  were  it  not  for  the  check  valve  15,  brake- 
cylinder  pressure  coming  in  at  C  would  force  valve  10 
from  its  seat  and  pass  direct  to  the  train  line  through 
cavity  ]j  and  out  of  the  broken  or  parted  hose.  In  such 
a  case  the  brakes  would  not  stay  set. 


The  Westinghouse  Quick-Action  Triple.     37 

Q,  Explain  the  action  of  the  quick-action  triple 
in  emergency. 

A.  A  quick  train-line  reduction  causes  the  auxiliary- 
pressure  to  force  the  triple  piston  out  the  full  length  of 
chamber  h  (Fig.  2),  the  graduating  spring  22  being  com- 
pressed on  account  of  its  inability  to  withstand  the  sudden 
blow  from  the  triple  piston. 

With  the  triple  piston  in  the  extreme  position  to  the 
right,  or  that  of  emergency,  port  s  of  the  slide  valve  is 
in  front  of  port  r,  thus  establishing  a  connection  be- 
tween the  auxiliary  and  brake  cylinder.  At  the  same 
time  the  removed  corner  of  the  slide  valve,  shown  in  Fig. 
3 A,  is  in  front  of  port  t  leading  to  the  top  of  the  emer- 
gency piston  8.  The  auxiliary  pressure  forcing  piston 
8  down  unseats  the  emergency  valve  10.  This  valve 
being  unseated  allows  all  pressure  to  escape  from  cavity 
y.  With  no  pressure  in  cavity  \j  to  hold  the  train-line 
check  to  its  seat,  the  train-line  pressure  under  the  check 
raises  it  and  passes  into  cavity  y^  over  seat  of  valve  10  to 
cavity  x  and  out  at  C  into  the  brake  cylinder  ;  at  the 
same  time  the  auxiliary  pressure  is  entering  the  cylinder 
through  port  r.  As  soon  as  the  pressures  equalize,  piston 
8,  valve  10,  and  check  15  go  to  their  normal  positions. 

Q.      Of  what  use  are  Figs,  j  and  jA  ? 

A.  Fig.  3 A  gives  a  better  idea  of  the  location  of  the 
ports  in  the  slide  valve  ;  Fig.  3 ,  the  location  of  the  ports 
in  the  bushing  inside  of  which  the  slide  valve  works. 

Q.     Name  the  parts. 

A.  26  (Fig.  2)  is  the  drain  plug ;  16,  the  train-line 
strainer;  20,  the  graduating  nut ;  21 ,  the  graduating  stem 
or  post ;  22,  the  graduating  spring  ;  5,  the  triple  piston  ; 
j,  the  piston  stem  ;  ^  and  h^  the  feed  ports  ;  6,  the  slide- 
valve  spring;  3,  the  slide  valve;  7,  the  graduating 
valve  ;  xv^  the  service  or  graduating  port ;  ?i,  the  exhaust 


38 


Air-Brake  Catechism. 


port;  s,  the  emergency  port;  2,  a  continuation  of  the 
service  port  lu ;  15,  the  train-line  or  emergency  check  ; 
12,  the  train-line  check  spring;   10,  the  emergency  or 


Fig.  2.— Quick-Action  Triple. 

rubber-seated  valve;  8,  the  emergency  piston.  The 
exhaust  port  2^  leads  around  outside  the  brass  bushing  to 
the  atmosphere  as  shown  in  Fig.  3  by  the  dotted  lines. 


The  Westinghouse  Quick-Action  Triple.     39 

Q,  We  have  seen  that  with  the  quick-action 
triple  the  brakes  are  set  harder  in  emergency ,  Are 
brakes  set  in  emergency  any  harder  to  release  ? 

A.  With  quick-action  triples,  yes  ;  with  plain  triples, 
no. 


v////yy////////////v////7fm'/////y/y//;^iM 
Fig.  3.— Quick- Action  Tripi^k  Sudp:  Vai,vr  Bushing. 


Fig.  3A.— Quick-Action  Tripi^e  Swde  Vai,ve. 

Q,      Why? 

A.  With  the  quick-action  triples  air  from  the  train 
line  helps  set  the  brakes  in  emergency,  and  the  press- 
ures equalize  higher  ;  therefore  the  train-line  pressure 
must  be  made  higher  to  overcome  the  auxiliary  pressure 
and  force  the  triple  piston  to  release  position. 

With  the  plain  triple  the  pressures  equalize  at  the 
same  pressure  as  in  service. 

O.  After  a  partial  service  application  has  been 
made,  can  wc  get  the  quick  action  ? 

A.  This  depends  on  the  amount  of  reduction  that 
has  been  made  in  service  and  upon  the  piston  travel. 
In  no  case  can  we  gain  as  m:ich  after  making  even 
a  small   service    reduction   as  we   could  if  the  sudden 


40  Air-Brakk  Catechism. 

reduction  were  made  when  the  auxiliaries  were  fully 
charged  and  the  brakes  released. 

After  a  light  reduction  a  gain  over  the  pressure 
obtained  in  full  service  can  be  made  by  going  to 
emergency  position  if  the  piston  travel  is  a  fair  length, 
but  not  with  short  travel. 

By  using  the  emergency  after  a  partial  service 
application,  even  we  made  no  gain  of  pressure,  we 
would  get  the  full  service  more  quickly. 

Q.  How  quick  must  a  reduction  be  made  on 
the  train  line  to  t/irozu  a  triple  into  quick  action  ? 

A.  Faster  than  the  auxiliary  pressure  can  get  to  the 
brake  cylinder  through  the  service  port  in  the  slide 
valve.  In  this  case  the  graduating  spring  will  not  hold 
the  triple  piston  from  traveling  full  stroke. 

Q.  When  a  triple  is  throivn  into  quick  action, 
which  pressure,  auxiliary  or  train  li7ie,  reaches  the 
brake  cylinder  first? 

A.  Just  a  flash  of  auxiliary  pressure  reaches  the 
cylinder  as  the  service  port  in  the  slide  valve  passes  the 
port  leading  to  the  cylinder,  but  the  air  from  the  train 
line  reaches  the  cylinder  first  in  any  considerable 
volume,  as  the  corner  cut  off  from  the  slide  valve  allows 
the  auxiliary  pressure  to  strike  piston  8  and  force  the 
rubber-seated  valve  lo  from  its  seat  before  port  s  comes 
in  front  of  port  r. 

Q.  Why  is  port  s  {Figs.  2  and  jA),  tised  in  emer- 
gency, made  smaller  tha^i  port  z,  usedi^i  service,  to  let 
auxiliary  pressure  ijito  the  brake  cylinder  ? 

A.  So  as  to  hold  the  auxiliary  pressure  back  in 
emergency  and  allow  as  much  air  as  possible  to  enter  the 
brake  cylinder  from  the  train  line. 


PECULIARITIES  AND  TROUBLES  OF 
THE  TRIPLE. 

From  what  follows  it  may  seem  that  a  triple  w^ill  get 
out  of  order  under  any  slightest  provocation.  This  how- 
ever is  not  true  ;  it  is  a  constant  source  of  wonder  to  see 
the  fine  action  of  triple  valves  which  have  little  or  poor 


-TO   AUXILIARY 


TO  CYLINDER 


Fig.  4.— Quick- Action  Triple,  showing  Emergency  Position. 


care.  A  triple  needs  no  more  care  than  any  other  piece 
of  mechanism  to  keep  it  doing  first-class  work.  The 
aim  of  what  follows  is  to  bring  out  its  possibilities. 


42 


Air-Brake  Catechism. 


Q.  What  could  wholly  or  partially  stop  the 
charging  of  an  a7txiliary  ? 

A.  The  strainer  in  the  train  line  where  the  cross- 
over pipe  leading  to  the  triple  joins  the  main  train  line, 
or  the  strainer  i6  in  the  triple  (Fig.  2)  being  filled  with 
dirt,  scale,  cinders  or  oil.  Port  i  or  h  might  be  plugged, 
the  triple  might  be  cut  out,  or  there  might  be  a  leak  in 
the  auxiliary  which  let  the  air  out  as  fast  as  it  came  in. 

Q.  If  all  auxiliaries  did  not  charge  equally  fast, 
what  would  be  the  effect  ? 


TO  AUXILIARY 


TO   CYLINDER 


TO  TRAIN    LINE 

Fh.   5.— Pi<AiN  Triple,  showing  Service  Position. 

A.  If  we  wished  to  apply  the  brakes  very  soon,  the 
ones  with  the  auxiliaries  not  fully  charged  would  not  re- 
spond to  the  first  reduction. 

Q.  Will  any  other  trouble  result  from  the 
strainers  being  corroded  or  dirty  ? 

A.  Yes  ;  we  might  not  be  able  to  make  a  sufficiently 
quick  reduction  on  the  triple  piston  to  get  quick  action. 

Q.  One  triple  going  into  quick  action  makes  a 
sudden  train-line  reduction  which  starts  the  next 
triple^  and  that  one  the  next,  and  so  on  throughout 


Peculiarities  and  TroublEvS  of  the  Triple.  43 

the  train.  If  five  or  six  cars  together  in  the  train 
were  cict  out,  or  had  plain  triples,  or  very  dirty 
strainers,  zuonld  the  triples  back  of  these  go  into 
qicick  action  zuhen  the  engineer  made  a  suddeyi  re- 
duction ? 

A.  No,  on  account  of  the  action  of  friction  in  the 
passage  of  the  sudden  reduction  through  the  six  car 
lengths  of  pipe.     The  friction  gradually  destroys  the 


V  t-  :■  ■>  '-■  bT^-in 


TO  TRAIN    LINE 


< TO   AUXILIARY 


TO   CYLINDER 


Fig.  6.— Quick- Action  Tripi^e,  showing  Rei^ease  Position. 


suddenness  of  the  reduction,  and  there  is  only  a  slight 
and  gradual  reduction  on  the  train  line  back  of  the  cars 
cut  out. 

O.      What  bad  effect  would  foHoiu  if  the  engineer 


did  not  contin\ 


'k 


ue  ma/cino^  a  1 


eduction  ? 


A.     The  air  coming  ahead  from  the  back  of  the  train 
would  kick  oflf  the  head  brakes. 


44  Air-Brake  Catechism. 

Q.  Cotdd  these  brakes  in  the  back  of  the  train 
be  applied  ? 

A.     Yes,  in  service  but  not  in  emergency. 

Q.      Water  so^netimes  collects  in  cavity  ij  (Fig.  2) 
of  the  triple.      Where  does  it  come  from  ? 
A.     It  works  back  from  the  pump. 

Q.  What  bad  effect  zuill  water  have  in  this 
place  ? 

A.  It  is  likely  to  freeze  in  winter  and  block  the  flow 
of  air  through  the  triple. 

Q.     What  should  be  done  in  such  a  case  ? 

A.  Apply  burning  waste  and  when  thawed  remove 
the  drain  plug  26  to  remove  the  water  or  the  trouble 
will  recur. 

Q.  What  would  be  the  effect  of  a  weak  or  broken 
gradicating  spring? 

A.  We  would  have  nothing  to  stop  the  triple  piston 
when  it  reached  service  position,  and  it  would  move  on 
to  emergency  position. 

Q.  If  one  triple  goes  into  quick  action,  will  the 
rest  go  ? 

A.  Yes,  as  a  sudden  reduction  is  made  on  the  train 
line  through  the  emergency  ports  of  the  triple  in  this 
case.  This  sudden  reduction  starts  the  next  and  that 
the  next  and  so  on. 

Q.  Will  a  zueak  or  broken  graduating  spring 
always  throiv  the  triples  into  quick  action  ? 

A.     No,  only  on  a  short  train. 

Q.      Why  not  on  a  long  train  ? 

A.  On  a  short  train,  with  a  gradual  train-line  reduc- 
tion, air  is  drawn  from  the  train  line  faster  than  the 


Peculiarities  and  Troubles  of  the  Triple.   45 

auxiliary  pressure  can  get  to  the  brake  cylinder  through 
the  service  port  of  the  slide  valve.  When  the  auxiliary 
pressure  is  enough  greater  than  that  in  the  train  line,  it 
forces  the  triple  piston  to  emergency  position,  as  there  is 
no  graduating  spring  to  stop  it. 

On  a  long  train,  it  takes  longer  to  make  a  correspond- 
ing reduction  on  account  of  the  larger  volume  of  air  in 
the  train  line.  This  gives  the  auxiliary  pressure  longer 
to  pass  into  the  cylinder,  and  as  a  result  the  train-line  and 
auxiliary  pressures  keep  about  equal  and  the  triple  piston 
will  not  move  to  emergency  position  unless  a  sudden  re- 
duction is  made. 

Q.  Hozu  many  air  cars  must  there  be  in  a  train 
so  that  a  broken  or  weak  graditating  spring  will  not 
affect  the  service  application  ? 

A.  Usually  not  less  than  six  or  seven ;  with  more 
than  this  number,  if  otherwise  the  triples  work  properly, 
the  graduating  springs  could  be  removed  from  all  triples 
and  no  bad  effect  be  noticed. 

Q,  What  tzuo  things  zuill  canse  the  triples  to  go 
into  qnick  action  regardless  of  the  length  of  the 
train  ? 

A.  A  sticky  triple  or  a  broken  graduating  pin. 
(The  one  which  fastens  the  graduating  valve  to  the 
piston  stem  as  shown  by  the  dotted  lines.  Fig.  2.) 

Q.  Why  will  a  sticky  triple  throw  the  brakes 
into  emergency  ? 

A.  Because  the  triple  does  not  respond  to  a  light  re- 
duction. When  it  does  move,  it  jumps,  and  the  sudden 
blow  compresses  the  graduating  spring  and  the  triple  is 
in  the  quick-action  position.  This  car  starts  the  rest  as 
before  explained. 

Q.  Why  will  a  broken  graduating  pin  throw  the 
brakes  into  emergency  ? 


46  Air-Brake  Catechism. 

Ao  Because  with  this  pin  broken  there  is  nothing-  to 
move  the  graduating  valve  from  its  seat  when  the  triple 
piston  moves  and  the  auxiliary  pressure  is  acting  to  hold 
it  on  its  seat.  When  a  train -line  reduction  is  made  and 
the  triple  assumes  service  position,  no  air  can  leave  the 
auxiliary  and  pass  through  the  graduating  or  service 
port  of  the  slide  valve,  as  the  graduating  valve  is  on  its 
seat.  When  sufficient  train-line  reduction  has  been 
made  so  that  the  graduating  spring  cannot  withstand 
the  auxiliary  pressure  acting  on  the  piston,  the  triple 
goes  to  the  quick-action  position,  and  we  get  the  quick 
action  on  this  car  and  consequently  on  the  rest  as  before 
explained. 

Q.  Which  of  these  tJiree  troubles — zueak  gradu- 
ating spring,  broken  graduating  pin  or  sticky 
triple — will  usually  be  foitnd  to  exist  if  the  brakes 
go  into  e77tergency  zuith  service  application  f 

A.  A  sticky  triple,  and  this  usually  means  that  the 
triple  causing  the  trouble  has  had  poor  care. 

Q.     Shall  zue  get  the  same  result  regardless  of  the 
location  of  the  faulty  triple  in  the  train  ? 
A.     Yes  ;  if  one  starts,  all  do. 

Q.  What  is  the  probable  trouble  zuith  a  brake 
zuhich,  zvhen  set  in  service,  zvill  sometimes  remain 
set  and  sometimes  release  ? 

A.  A  dirty  slide  valve  which  sometimes  seats  prop- 
erly and  at  others  not ;  in  the  latter  case  auxiliary  press- 
ure escapes  to  the  atmosphere  through  the  exhaust  port 
and  allows  train- line  pressure  to  force  this  triple  to  re- 
lease position. 

O.     Hozu  may  this  defect  be  remedied  ? 

A.  Remove  the  triple  piston  and  attached  parts, 
clean  carefully,  loosen  the  packing  ring  without  remov- 
ing and  rub  a  little  oil  on  the  slide  valve  with  the  finger. 


Peculiarities  and  Troubles  of  the  Triple.   47 

O.      Why  not  poui^  on  the  oil  ? 
A«     Too  miicli  oil  is  bad,  as  it  collects  dust,  which 
with  the  oil  forms  gum.     This  causes  a  triple  to  stick. 

O.  What  effect  will  a  leak  in  the  train  line  have 
if  the  bi^akcs  are  not  set  ? 

A.  It  will  simply  cause  the  pump  to  work  to  sup- 
ply it. 

Q.      What  effect  if  the  brakes  are  set  ? 
A.     It  will  cause  them  to  leak  on  harder. 

Q,  Will  the  leak  caiise  only  the  brake  07i  that  car 
to  leak  on,  or  all ? 

A.  All,  as  the  train  line  is  continuous  through  the 
train. 

Q.  What  effect  zvill  a^  leak  in  an  auxiliary  have 
if  a  brake  is  released? 

A.  It  will  keep  the  pump  at  work  the  same  as  a 
train-line  leak. 

Q.      What  effect  if  the  brakes  are  applied? 

A.  It  will  leak  the  brake  off  on  the  car  where  the 
leak  is  and  then,  drawing  air  from  the  train  line  through 
the  feed  ports,  it  will  gradually  set  the  other  brakes 
tighter. 

Q.  There  are  a  number  of  leaks  in  the  triple 
which  will  cause  a  blow  at  its  exhatcst  port.  Name 
the  tzvo  most  likely  to  produce  this  effect. 

A.  A  leaky  slide  valve  or  a  leaky  rubber-seated 
valve  (Fig.  2). 

Q.  Hoiu  can  zvc  tell  which  of  these  is  causing  the 
trouble  ? 

A.  As  the  exhaust  port  on  the  slide  valve  is  always 
in  communication   with   the   atmosphere,  whether  the 


48  Air-Brakb  Catechism. 

brakes  are  applied  or  released,  a  leak  on  the  face  of  the 
slide  valve  will  cause  a  constant  blow= 

Q.  Hozu  else  can  we  tell  if  it  is  the  slide  valve 
that  causes  the  trouble? 

A.  Apply  the  brake,  and  if  auxiliary  pressure  is 
leaking  away  across  the  slide  valve,  the  brake  will 
generally  release. 

Q.  How  can  we  tell  if  the  trouble  is  with  the 
rubber-seated  valve  ? 

A.  The  rubber- seated  valve  will  cause  a  blow  at  the 
exhaust  only  when  the  brake  is  released. 

Q.      Why? 

A.  The  rubber-seated  valve  lo  (Fig.  2)  leaking  will 
allow  the  pressure  to  leave  cavity  xj.  The  train-line 
pressure  then  raises  check  15  and  passes  through  cavity 
7/  across  the  rubber-seated  valve,  through  cavity  .r,  ports 
C  and  r,  into  the  exhaust  cavity  n  of  the  slide  valve  and 
out  to  the  atmosphere  through  port  p.  When  the  brake 
is  applied,  port  n  in  the  slide  valve  is  closed  to  port  r, 
consequently  the  blow  stops. 

Q.  Where  does  the  air  which  is  leaking  across 
the  rubber-seated  valve  go  after  the  brake  is  ap- 
plied? 

A.  Direct  to  the  brake  cylinder  through  C,  and  this 
brake  continues  to  set  harder. 

Q,  Why  is  a  leaky  rubber-seated  valve  more 
likely  to  slide  the  wheels  on  a  car  in  a  lo7ig  train 
than  in  a  short  one  ? 

A.  After  the  brakes  are  applied,  this  leak  allows  the 
train-line  and  brake-cylinder  pressures  to  equalize.  With 
a  long  train  line  there  is  a  much  greater  volume  of  air, 
and  these  pressures  will  equalize  higher. 


Peculiarities  and  Troubles  of  the  Triple.   49 

Q.  How  else  ean  zue  tell  if  the  rubber-seated 
valve  leaks  ? 

A.  Turn  the  cut-out  cock  in  the  cross-over  pipe 
from  the  train  line  to  the  triple  after  everything  is 
charged  :  if  the  rubber-seated  valve  leaks,  it  will  draw 
air  from  the  train  line ;  with  the  cut-out  cock  closed, 
this  leak  is  not  being  supplied,  and  the  reduction  will 
cause  the  brake  on  this  car  to  apph'. 

(J.  Give  another  symptom  ivhicJi  indieates  a 
leaky  rubber-seati  d  valve. 

A.  The  leak  above  the  check  15  caused  the  check  to 
rise  to  supply  it,  and  when  the  cavity  is  again  charged 
the  check  closes.  It  sometimes  rises  and  closes  so  fast 
as  to  make  a  loud  buzzing  sound. 

Q.  What  is  2tsually  the  eause  of  leaking  in  a 
rubber-seated  valve  f 

A.  Dirt  on  the  seat,  a  poor  seat  caused  by  wear,  the 
use  of  oil  on  the  quick-action  part  of  the  triple,  or  using 
too  much  oil  in  the  brake  cylinder,  which  will  work  into 
the  triple  and  cause  the  rubber  to  decay. 

Q.  If  dirt  is  the  souree  of  the  ti  ouble,  how  may 
it  be  removed wi: Iiout  taking  the  tnple  apart? 

A.  Set  the  brake  by  opening  the  angle  cock  after 
closing  the  cock  at  the  other  end  of  the  car.  If  there  is 
dirt  on  the  valve,  it  may  be  blown  off  in  this  way. 

Q.  IVJiat  besides  the  slide  and  rubber-seated 
valves  will  cause  a  blow  at  the  exhaust  port  of  the 
triple? 

A.  Gasket  14  (Fig.  2)  leaking  between  e  and  cavity  ?/, 
or  the  gasket  leaking  between  the  brake  cylinder  and 
auxiliary  where  the  triple  is  bolted  to  the  cylinder.  On 
freight  equipments  there  is  a  pipe  which  runs  inside  the 
auxiliary  to  the  brake  cylinder ;  this  pipe  leaking  will 
also  cause  a  blow. 


50  Air-Brake  Catechism. 

Q.     Ai'e  these  lea/tS  common  ? 

A.  On  the  contrary,  they  are  very  uncommon.  The 
blow  is  ahnost  invariaoly  due  to  a  leaky  slide  or  emer- 
gency valve. 

O.  What  effect  would  the  leaking  of  graduating 
valve  y  {Fig-  2)  have? 

A.  The  action  produced  by  such  a  leak  is  uncertain 
and  depends  greatly  on  the  conditions  connected  with  it. 
When  the  brake  is  applied,  the  triple  assumes  lap  posi- 
tion after  the  auxiliary  pressure  is  a  trifle  less  than  that 
in  the  train  line.  If  the  graduating  valve  leaks,  the 
auxiliary  pressure  gradually  reduces,  and  the  train-line 
pressure  forces  tlie  triple  piston  and  slide  valve  back 
until  the  blank  on  the  face  of  the  slide  valve  between 
ports  z  and  n  is  in  front  of  port  r.  If  the  graduating 
valve  does  leak,  no  more  air  can  leave  port  z  in  this  posi- 
tion, and  the  slide  valve  stops.  This  blank  space  is  only 
a  trifle  wider  than  port  r,  so  if  the  valve  is  in  good  con- 
dition and  works  smoothly,  the  brake  should  not  release  ; 
but  if  it  works  hard,  it  is  likely  to  jump  a  little  when  it 
moves,  and  open  the  exhaust  port. 

O.  Give  a  rule  by  whicJi  to  tell  hozj  a  leaky 
graduating  valve  zvill  act. 

A.  If  the  triple  is.  in  proper  condition,  a  leaky  grad- 
uating valve  should  not  release  a  brake.  If  the  triple  is 
a  trifle  sticky,  a  brake  is  likely  to  be  released.  A  leaky 
s-ide  valve  or  a  slight  auxiliary  leak  in  combination  with 
a  leaking  graduating  valve  will  release  a  brake. 


A 


WESTINGHOUSH  FREIGHT  EQUIPMENT„ 

Q.     Name  the  different  parts  of  the  equipment. 

A.  3  (Fig.  7)  is  the  piston  sleeve  and  head ,  9  the  release 
spring,  4  the  front  cylinder  head,  2  the  cylinder  body, 
A  the  leakage  groove,  7  the  packing  leather,  8  the 
expander  ring,  6  the  follower  plate  which  holds  the 
packing  leather  7  to  its  place,  B  the  pipe  connecting  the 
triple  valve  and  brake  cylinder,  and  15  the  gasket  which 
makes  a  tight  joint  between  the  auxiliar,',  triple,  and 
pipe  B  leading  to  the  brake  cylinder. 

O.     Explain    the    nse    of  the    release   spring  g 

A.  When  the  brake  is  applied,  air  is  pnt  into  the 
cylinder  2  throngh  pipe  B^  and  the  piston  3  is  forcc^d  to 
the  left,  compressing  the  release  spring.  When  the  air 
is  released  from  the  brake  cylinder,  the  duty  of  the 
release  spring  is  to  force  the  piston  to  release  position  as 
shown  in  the  illustration. 

O.      lJ7iat  enters  the  sleeve  j  (Eig-  7)  ? 

A.  The  push  rod  through  which  the  braking 
power  is  transmitted  to  the  brake  rigging. 

O.      Of  what  nse  is  the  expander  ring  8  ? 

A.  To  keep  the  flange  of  the  packing  leather  7 
against  the  walls  of  the  cylinder.  The  expandei  ring 
is  a  round  spring. 

O.      Of  zidiat  nse  is  t lie  packing  leather  7  ? 


Westixghouse  Freight  Equipment.         53 

A  As  air  enters  the  brake  cyiinder,  the  flange  of  the 
packing  leather  is  forced  against  the  v/alls  of  the  cylin- 
der, thus  making  a  tight  joint  to  prevent  the  passage  of 
the  air  by  the  piston  and  out  to  the  atmosphere  through 
the  open  end  of  the  cylinder  at  the  left.  If  the  leather 
leaks,  the  brake  will  leak  off. 

O.      Of  what  2ise  is  the  leakage  groove  A  {Fig.  f)  ? 

A.  The  piston  as  shown  in  the  cut  is  in  release 
position.  If  on  a  long  train  there  should  be  any  leak  on 
the  train  line  that  would  draw  a  triple  piston  out  far 
enough  to  close  the  exhaust  port  in  the  slide  valve,  and 
there  were  a  leak  into  the  brake  cylinder,  the  pressure 
would  gradually  accumulate  and  force  the  piston  out, 
causing  the  shoes  to  drag  on  the  wheels  were  it  not  for 
the  leakage  groove.  This  wnll  allow  any  small  leakage 
into  the  brake  cylinder  to  pass  through  the  groove  and 
out  of  the  other  end  of  the  cylinder  to  the  atmosphere. 

If  the  brake  connections  are  taken  up  so  short  that  the 
piston  will  not  travel  by  the  leakage  groove  when  the 
brake  is  set,  the  air  v/ill  blow  past  the  piston  through 
the  groove  and  release  the  brake  on  this  car.  In  this 
case,  were  it  not  for  the  groove,  the  wheels  would  be 
slid. 

a      What  is  the  dtUy  of  the  pipe  B  ? 

A.  When  the  brake  is  applied,  air  passes  from  the 
auxiliary  through  the  triple  and  pipe  B  to  the  cylinder. 

When  the  brake  is  released,  air  passes  from  the  cylin- 
der through  pipe  B,  the  triple  exhaust  port  and  out  to 
the  atmosphere,  or,  if  a  retainer  is  used,  it  passes  from  the 
triple  into  the  retainer  pipe,  which  is  screwed  into  the 
triple  exhaust,  and  out  of  the  retainer  according  to  the 
position  of  its  handle. 

O.      Of  ivJiat  use  is  the  auxiliary  lo  (l^ig.  j)  f 
A.     This  is  where  the  supply  of  air  is  stored  with 
which  to  apply  the  brake  on  this  one  cat. 


54  Air-Brake  Catechism. 

Q.      What  is  the  valve  on  top  of  the  auxiliary  ? 

A.  It  is  called  the  release  valve.  By  lifting  on  the 
handle  of  this  valve  the  pressure  in  the  auxiliary  lo  may 
be  released.  If  this  valve  leaks,  after  the  brake  is 
applied,  the  reduction  of  auxiliary  pressure  thus  made 
will  release  the  brake. 

O.      What  2ise  has  the  plug  ii  ? 

A.  To  drain  off  any  accumnlation  of  water  in  the 
auxiliar}'. 

Q,      U^hat  harm  ivill  ensue  if  gasket  i^  leaks? 

A.  The  leak  may  be  from  the  auxiliary  to  the 
atmosphere  or  from  the  auxiliary  into  pipe  B  leading  to 
th2  brake  cylinder.  After  the  brake  was  applied,  the 
reduction  of  auxiliary  pressure  caused  by  this  leak 
would  allow  the  train-line  pressure  to  force  this  triple  to 
release  position  and  release  this  brake.  The  leak  would 
then  draw  air  from  the  train  line  through  the  triple  feed 
ports,  making  a  train-line  reduction  that  with  any  other 
leaks  on  the  train  w^ould  help  to  creep  on  the  other 
brakes. 

Q  Is  the  freight-car  equipment  differ eiit  from 
the  air-brake  eqnfpment  oil  the passe^iger  car? 

A.  It  is  smaller,  but  the  principle  of  operation  is  the 
same.  In  a  passenger  equipment  the  pipe  B  does  not 
run  through  the  auxiliary,  and  the  auxiliary  and  brake 
c^dinder  are  not  fastened  together.  The  appearance  is 
different,  but,  aside  from  size,  they  are  alike. 


PISTON  TRAVEL. 

Q.  What  determines  the  amount  of  travel  a 
piston  10 ill  heave? 

A.  The  slack  in  the  brake  rigging  and  any  lost  mo- 
tion in  the  car  brought  out  by  the  application  of  the 
brake. 

O.     Hoio  is  the  piston  travel  iLsitally  adjusted? 
A.     By    changing   the    position    of    the  dead   truck 
levers. 

Q.       JVhieh  is  called  the  dead  lever  of  a  truck  ? 
A.     The  one  held  stationary  at  the  top  with  a  pin. 

O.      U^hat  is  the  other  lever  on  the  truck  called ? 
A.     The  live  lever. 

O.  JVhat  is  the  lever  fastened  to  the  piston 
usually  called  ? 

A.     The  piston  lever. 

O.  What  is  the  corresponding  lever  at  the  other 
end  of  the  cylinder  in  a  passe^iger  cguipme?it  called? 

A.     The  cylinder  lever. 

O.      Are  these  levers  ever  spoken  of  diferently  ? 

A.  Yes,  sometimes  both  are  referred  to  as  cylinder 
levers. 

O,  In  passenger  equipment  there  is  sometimes  a 
lever  beiiveen  the  cylinder  levers  and  truck  leverSy 
one  end  of  zvhich  is  connected  to  the  hand  brake  and 


56  Air-Brake  Catechism. 

the  other  to  tJie  live  truck  lever.      What  is  this  lever 
usually  called? 

A.  The  Hodge,  or  floating,  lever  ;  the  latter  name  is 
the  one  more  commonly  used. 

Q.  We  have  seen  in  stiidying  the  triple  valve 
that  a  five-pound  train-line  reduction  caused  the 
triple  to  put  five  pounds  from  the  auxiliary  into  the 
brake  cylinder.  Hoiv  much  pressure  does  this  give 
us  in  the  brake  cylinder  ? 

A.  It  depends  upon  the  piston  travel.  It  may  be 
more  or  less  than  five  pounds ;   it  might  be  five  pounds. 

Q.     Explain  this  anszvcr. 

A.  We  notice  that  the  auxiliar}^  is  much  larger  than 
the  brake  cylinder,  and  five  pounds  taken  from  the  larger 
space  and  forced  into  a  smaller  will  give  a  greater  press- 
ure than  that  put  in  ;  but  it  must  be  remembered  that  a 
small  part  of  the  air  put  into  the  cylinder  goes  through 
the  leakage  groove  before  the  piston  gets  by  and  closes 
it.  There  is  still  another  point.  If  no  air  were  put  into 
the  brake  cylinder  and  the  piston  were  pulled  out  when 
the  exhaust  port  was  closed,  a  vacuum  would  be  formed. 
When  the  air  enters  the  cylinder  it  must  first  fill  this 
space  to  atmospheric  pressure  before  a  gauge  placed  on 
the  cylinder  would  begin  to  show  any  pressure.  The 
longer  the  travel,  the  more  air  it  would  take  to  fill  the 
space  and  the  less  pressure  there  would  be  for  the  five 
pounds  put  into  it. 

Q.  Which  zvould  give  a  higher  pressure  for  a 
given  reduction,  long  or  short  piston  travel? 

A.     Short  travel. 

Q.      Why? 

A.  Because  with  a  short  travel  the  same  amount  of 
air  would  be  expanded  into  a  smaller  space. 


Piston  Travel. 


57 


Q.  With  the  freight  equip  jjiejit  how  much  drake- 
cylinder  press2ire  do  zee  get  for  a  seven-pound 
train-line  reduction  with  a  6  and  a  g-inch  travel 7 

A.  Referring  to  the  table  we  see  that  we  get 
seventeen  and  one-half  pounds  with  the  6  inch,  and 
eight  pounds  with  the  9-inch  travel. 


TRAIN   PIPE 

PISTON   TRAVEL    AND    RESULTANT    CYLINDER    PRESSURE  * 

REDUCTION 

4    '    5        6 

7 

8 

9 

10        II 

7 
10 

13 
16 

19 
22 

25 
49 
57 

* 

23     i7f 
43      34 
56     44 
•     •     54 

13 
29 

37* 
47i 
51 

23* 

33 
41J 

47 
50 

8 

19* 
29 

35 
40 

47i 

(     PISTON  NOT 
"(  ENTIRELY  OUT. 

17           '          14 

24                     20 

29                     24 

36*                32 

44     ,    39 
47         45 

25 

. 

.  1  . 

. 

*Air  Brake  Men's 


Proceeding?. 


The  above  table  is  the  result  of  tests  made  with  a  freight  equip- 
ment. Each  result  is  the  average  of  several  tests,  and  the  brake  was 
in  good  condition.  There  are  two  spaces  where  it  says  "Piston  not 
entirely  out,"  where  no  brake-c\'linder  pressure  is  given  for  a  seven- 
pound  train-line  reduction.  This  does  not  mean  there  was  no  press- 
ure there,  as  there  must  have  been  or  the  piston  could  not  have  gone 
out  and  compressed  the  cylinder  release  spring.  The  ordinary  air 
gauge  does  not  register  any  pressure  less  than  five  pounds,  and  \vith 
a  seven-pound  train-line  reduction  the  pressure  gotten  in  a  ten-  or 
eleven-inch  piston  travel  is  less  than  five  pounds. 

Seventy  pounds  train-line  pressure  was  used  in  making  these  tests. 


Q.      With  a  sixteen-pound  reduction  ? 

A.     Fifty- four  pounds  with  the  6  inch,  and  thirty- 
five  pounds  with  the  9  inch. 

Q.      Witli  a  tiuenty-two-pound  reduction  ? 


58  Air-Brakk  Catechism. 

A.  After  the  sixteen-pound  reduction,  the  brake  did 
not  set  any  harder  on  the  6-inch  travel  because  the 
auxiliary  and  brake-cylinder  pressures'  equalized  at  that 
point,  and  this  brake  was  full  set.  With  the  9-inch  travel 
the  air  from  the  auxiliary  had  4  inches  more  space  into 
which  to  expand,  and  the  brake  was  not  full  set  until 
a  twentv-two-pound  reduction  had  been  made,  giving 
forty-seven  and  one-lialf  pounds  brake-cylinder  pressure. 

Q.      What  docs  this  slicu^  ? 

A .  That  a  brake  with  a  short  piston  travel  is  more 
powerful  than  one  wdth  a  long  travel  ;  that  a  brake  v/ith 
the  auxiliary  and  brake-cylinder  pressures  equalized  can- 
not be  applied  any  harder  by  a  further  reduction  of  train- 
line  pressure,  and  that  if  piston  travel  varied  in  a  long 
train,  between  4  and  11  inches,  there  would  be  no  uni- 
formity in  the  braking  power  applied  in  the  different 
parts  of  a  train. 

Q.  IV li  it  zuonld  be  the  pressm^e,  witJi  the  travel 
as  given  in  the  table^  were  the  brakes  set  in  emer- 
gency ? 

A.         4  in.,    5  in.,    6  in.,    7  in.  piston  travel. 

62        61         59J        58J    emergency  pressure. 
8  in.,  9  in.,  10  in.,  11  in.  piston  travel. 
57i      56i      55i        55     emergency  pressure. 

Q.  Why  do  the  brakes  set  ha'  dtr  ivith  the  quick- 
action  triple  in  emevgency  than  in  s-rvice? 

A.  Because  in  the  emergency  application  the  quick- 
action  triples  put  air  from  both  the  auxiliary  and  train 
line  into  the  brake  cylinder. 

Q.  Can  full  emergency  pressure  be  obiaincd  after 
havino;  made  a  lio^ht  train- line  reduction  in  service 
application  ? 

A.     No. 


Piston  Travel.  59 

O.      Can  any  gain,  be  made  ? 

A.  Yes,  if  the  reduction  has  not  been  too  great.  By 
referring  to  the  table  we  see  that  a  thirteen-pound  reduc- 
tion sets  a  4-inch  travel  brake  in  full.  If  emergency  were 
now  used  this  brake  would  not  set  any  harder,  while  we 
might  gain  a  little  on  the  long  travel.  With  a  given 
train-line  reduction,  vre  would  gain  most  on  the  car  with 
the  long  travel,  but  on  neither  would  we  get  full  emer- 
gen c)^  pressure. 

O.  Can  a  trairi  be  handled  sniootJily  with  uneven 
t7'yvel  thro2igho2it  the  train  ? 

A.  Not  as  smoothly  as  when  the  travel  is  more  uni- 
form. 

O.  What  will  be  the  effect  with  shoi^t  travel  at 
the  head  of  the  train  and  long  at  the  rear  ? 

A.  Having  more  braking  power  at  the  head  would 
cause  the  slack  to  run  ahead,  causing  a  jar. 

O.  What  if  the  short  travel  zvcre  at  the  rear  of 
the  train  ? 

A.  The  tendency  would  be  for  the  slack  to  run  back 
and  break  the  train  in  two,  especially  if  the  train  were 
on  a  knoll. 

O.  How  else  luoitld  the  piston  travel  affect  the 
smoothness  of  the  braking? 

A.     In  releasing  the  brakes. 

Q.  Suppose  we  had  a  train  half  of  which  had  4- 
inch  travel  and  the  other  half  g  ijich,  which  brakes 
wonld  start  releasing  first  if  the  engineer  had  made 
a  ten-pound  train-line  reduction  and  then,  wishing 
to  release  the  bralces,  increased  the  train-line  press- 
ure ? 

A.     Thev  should  all  start  about  the  same  time,  but 


6o  Air-Brake  Catechism. 

the  tendency  is  always  for  head  brakes  to  start  releasing 
first  if  the  travel  is  about  alike,  as  the  air  enters  the 
train  line  from  the  main  reservoir  at  the  front  of  the 
train,  and  the  pressure  is  naturally  a  little  higher  here 
when  recharging. 

Q.     Is    the   same    true   after   a    tJiirteen-pound 
reduction  f 
A.     Yes. 
O.     After  a  tiuenty-two-poimd  reduction? 

A.  No  ;  the  long  travel  brakes  will  start  releasing 
first. 

Q,      Why  ? 

A.  Referring  to  the  table  we  see  that  the  4-inch 
travel  was  not  applied  any  harder  after  a  thirteen-pound 
reduction  had  been  made  ;  but  the  9-inch  travel  con- 
tinued applying  harder  until  a  twenty- tvv^o-pound  reduc- 
tion of  train-line  pressure  had  been  made.  With  the 
brakes  full  set  we  have  fifty-seven  pounds  pressure  in 
the  auxiliary  and  cylinder  of  the  4-inch  travel  car  and 
forty-seven  and  one-half  on  the  long.  Train-line  press- 
ure has  to  overcome  auxiliary  pressure  to  force  the 
triple  pistons  to  release  position,  and  it  is  easier  to  over- 
come forty-seven  and  one-half  than  fifty-seven  pounds  ; 
hence  the  triple  piston  on  the  long  travel  car  will  go  to 
release  position  with  less  of  an  increase  of  train-line 
pressure  than  will  the  triple  on  the  short  travel  car. 

O.  State  the  general  rule  in  regard  to  this  ques- 
tion. 

A.  It  reductions  have  not  been  continued  after  cars 
with  the  short  piston  travel  have  been  full  set,  all  brakes 
should  start  releasing  about  the  same  time  ;  but  if  the 
reductions  of  train-line  pressure  are  continued  after  the 
short  travel  brakes  are  full  set,  an  increase  of  train-line 
pressure  will  start  the  long  travel  brakes  releasing  first. 


Piston  Travel.  6i 

Q.  If  a  long  and  a  short  travel  brake  are  started 
releasing  at  t/ie  same  time,  zu/iieh  will  get  off  first 
and  loJiy  ? 

A.  The  short  travel,  because  the  piston  has  a  shorter 
distance  to  go  and  there  is  a  less  volume  of  air  to  be 
gotten  rid  of  through  the  exhaust  port  of  the  triple. 

Q.  Jf^e  have  tzuo  ears  ivith  the  same  piston  travel. 
What  is  the  trouble  if  both  are  started  releasing  at 
the  same  time  and  one  gets  off  qnicker  than  flie 
other  ? 

A.  The  release  spring  in  one  cylinder  is  weaker  or 
the  cylinder  corroded. 

O.  ]VIiat  Jiarm  zuonld  it  do  to  take  a  pistou 
travel  up  to  j  inches  ? 

A.  The  piston  could  not  get  by  the  leakage  groove, 
and  the  brake  would  not  stay  set. 

O.  IVJiat  harm  zuonld  it  do  to  let  the  travel  out 
to  I  J  inehes  ? 

A.  The  piston  would  strike  the  head,  and  we  would 
have  no  brake  on  that  car. 

Q.  Does  having  very  long  piston  travel  in  a 
train  require  any  more  zvork  of  a  pump  in  descend- 
ing grades  ? 

A.  Yes;  the  air  has  to  be  used  more  expansively,  and 
the  pump  will  have  to  supply  more  air  in  recharging. 

O,  If  zue  try  the  piston  travel  on  a  car  zvJien 
standing,  zuill  zue  find  it  to  be  the  same  as  zjuhen  run- 
ning? 

A.     No. 

O.      J  Thy  not  :P 


6z  Air-Brakk  Catechism. 

A.  For  several  reasons:  the  shoes  pull  down  farther 
on  the  wheels  when  running  ;  the  king  bolts  being  loose 
allow  the  trucks  to  be  pulled  together ;  spring  in  brake 
beams,  loose  boxes  in  jaws,  loose  brasses  on  journals, 
the  give  in  old  cars,  and  any  lost  motion  that  will  throw 
slack  into  the  brake  rigging  ;  all  these  will  cause  the 
piston  travel  while  running  to  be  greater  than  that 
while  standing. 

Q.  If  tJie piston  travel  is  adjusted  when  a  carts 
loaded,  will  it  remain  the  same  zuhen  the  car  is 
lio-ht? 

A.  It  will,  if  the  brakes  are  hung  from  the  sand 
plank,  but  most  brakes  are  hung  from  the  truck  bolster 
or  the  sill  of  the  car.  When  the  car  is  loaded,  the  truck 
springs  are  compressed  and  the  shoes  set  lower  on  the 
wheels.  When  the  car  is  unloaded,  the  truck  springs 
raise  the  bolster  and  car  body,  thus  raising  the  shoes  so 
that  there  is  less  clearance  between  the  brake  shoes  and 
wheels.  This  shortens  the  piston  travel,  as  the  piston 
does  not  have  to  travel  so  far  to  bring  the  shoes  up  to 
the  wheels. 

Q.  How  could  yon  tell  the  piston  travel  on  a  car 
if  it  had  no  air  in  it  ? 

A.  This  can  be  told  on  freight  cars  where  the  hand 
brake  and  air  brake  move  the  push  rod  in  the  cylinder  in 
the  same  direction  when  applying  the  brake.  To  tell 
the  travel,  shove  the  push  rod  into  the  cylinder  until  it 
bottoms.  Make  a  mark  on  the  push  rod  and  set  the 
hand  brake.  The  distance  the  mark  on  the  push  rod 
has  moved  will  be,  approximately,  the  piston  travel  when 
using  air. 

Q.      How  much  variation  is  permissible? 

A.  The  smaller  the  amount  of  variation  the  better, 
but  in  road  service  it  is  the  aim  to  keep  piston  travel 
between  5  and  8  inches. 


PisTox  Travel.  63 

O.     Is  there  any  device  which  will  keep  a  co7istant 
piston  travel  on  a  car  ivitJiout  any  oiUside  aid? 
A.     Yes,  a  slack  adjuster. 

0.       IVhat  slack  adjuster  is  in  most  general  use  ? 

A.     The  McKee  Slack  Adjuster. 

O.     How  does  it  work  ? 

A.  When  the  brake  is  applied,  if  the  piston  travels 
by  the  hole  into  which  the  pipe  is  screwed  into  the  cylin- 
der, air  flows  through  the  pipe  to  a  small  cylinder  and 
forces  out  a  small  piston  in  the  cylinder,  compressing  a 
strong  spring.  When  the  brake  is  released,  the  air  leaves 
the  small  piston  and  the  spring  moves  it  back  to  its 
original  position,  carrying  with  it  the  stem  connecting 
to  the  ratchet.  The  pawl  turns  the  ratchet  wheel,  which 
in  turn  works  the  screw  and  takes  up  the  slack  3^3  of  an 
inch  at  a  time. 

O.      Is  this  better  than  a  Jiand  adjustment  ? 

A.  Yes,  because  it  does  its  work  when  the  car  is  in 
motion,  and  true  travel  is  had  because  all  lost  motion  is 
brought  out  when  the  car  is  in  motion. 

O.  JVhat  is  the  most  satisfactory  travel  for 
o-eneral  use  ? 

A.     Between  6  and  7  inches. 

O.  Where  ivould  a  moderately  long  travel  be 
const de re  d  bettei^  than  a  short  ? 

A.  In  a  practically  level  country  where,  with  short 
travel  and  a  large  number  of  air  cars  in  a  train,  the 
train  might  be  slovv^ed  up  or  stopped  with  a  light  train- 
line  reduction,  thus  causing  too  frequent  releases. 

O.      IJ-^hat  harm  ivould  a  too  short  travel  do  ? 
A.     The  piston  might  not  get  by  the  leakage  groove, 
and  the  shorter  the  travel  the  more  danger  of  sliding  the 


PisTox  Travel.  65 

wheels  on  account  of  the  greater  braking  power  de- 
veloped. A  too  short  travel  does  not  give  sufficient 
shoe  clearance,  and  causes  a  train  to  pull  hard  if  the 
brake  shoes  drag. 

O.  Oil  most  passenger  cars  piston  travel  can  be 
taken  np  by  winding  iip  the  hand  brake  a  little,  as 
the  two  brakes  zi)07''k  in  opposition  to  each  other. 
Is  this  a gocd practice? 

A.  No ;  it  is  the  act  of  a  lazy  workman,  and  is 
dangerous. 

O.      How  is  it  dangerous  ? 

A.  If  the  brake  is  set  quickly,  it  is  likely  to  break 
the  brake  chain,  and  if  a  passenger  had  hold  of  a  hand 
brake  wheel  when  the  brake  w^as  applied,  if  the  dog 
w^ere  not  caught,  the  wheel  flying  round  might  break  his 
hand  or  arm. 


THE  WESTINGHOUSE  RETAINING  VALVE. 

Q.  With  what  equipnients  is  the  retaining  valve 
used  ? 

A.  Throughout  the  country  on  freight  cars,  and  on 
engines,  tenders,  and  passenger  cars  in  mountainous 
countr}'. 

Q.  Why  do  they  not  use  it  on  passenger  cars  in 
hilly  country  ? 

A.  It  is  not  necessary,  as  the  higher  braking  power 
used  in  passenger  service  is  sufficient  to  run  moderate 
hills  with  safety. 

Q.      Where  is  it  located  on  cars  ? 

A.  Usually  at  the  end,  close  to  the  brake  standard 
on  freight  cars,  and  at  the  end  about  on  the  level  of  the 
edge  of  the  hood  on  passenger  cars. 

Q.  Why  is  it  placed  in  inaccessible  places  S2ich  as 
underneath  on  some  cars  ? 

A.  To  prevent  trainmen  from  tampering  with  it  in 
descending  mountains  if  they  think  the  engineer  is  run- 
ning the  train  too  slow. 

O.      To  zuhat  is  it  connected  ? 

A.  To  the  exhaust  port  of  the  triple  by  means  of 
a  f-inch  pipe. 

Q.      What  is  its  21  se  ? 

A.  To  retain  fifteen  pounds  pressure  in  the  brake 
cylinder  to  steady  the  train,  and  ksep  its  speed  from  in- 


The  Westixghouse  Retaixixg  Valve.       67 

creasing  too  rapidly  while  the  engineer  is  recharging  the 
auxiliaries. 

Q.     How  does  the  handle  of  the  valve  stand  when 
not  in  2ise  ? 

A.     Straight  down. 

Q.     Hozu  does  it  sta^id  zvhen  in  2Lse  ? 

A.     In  the  position  shown  in  the  cut  (Fig.  9). 


Fig.  9.— Pressure  Retaixixg  Valve. 

Q.  If  tJie  brake  is  not  applied,  can  it  be  set  by 
turning  2Lp  the  retainer  handle  ? 

A.  No;  the  retainer  can  be  used  only  to  hold  air  in 
the  brake  cylinder  that  has  already  been  put  there. 

Q,  Explain  the  passage  of  the  air  through  the 
retainer  when  not  in  use. 

A.  With  the  retainer  handle  pointing  down,  as 
when  not  in   use,  any    air   coming  from  the    cylinder 


63  Air-Brake  Catechism. 

would  pass  through  ports  a,  6,  and  out  to  the  atmosphere 
through  port  e. 

Q.  Explain  the  passage  of  aij^  through  the 
retainer  when  in  nse,  as  shown  by  the  cut. 

A,  When  the  engineer  increases  his  train-line 
pressure  the  triple  assumes  release  position,  and  the 
air  passing  from  the  brake  cylinder  has  to  pass  out  to 
the  atmosphere  through  the  retaining  valve.  With  the 
retainer  handle  turned  up,  the  air  passes  through  port  h 
until  it  strikes  the  weighted  valve  20.  Any  pressure 
over  fifteen  pounds  forces  this  valve  from  its  seat  and 
passes  through  the  restricted  port  opening  c  to  the 
atmosphere.  When  the  pressure  in  the  cylinder  is 
reduced  to  fifteen  pounds,  it  is  held  back  by  the  valve 
20. 

Q.      WJiat  is  the  size  of  the  small  end  of  port  c  ? 

A.     One-sixteenth  of  an  inch  in  diameter. 

O.      Why  is  it  made  so  small? 

A.  To  keep  the  brake  cylinder  pressure  from 
escaping  to  the  atmosphere  too  rapidly  after  valve  20  is 
lifted. 

Q.  Hoiu  long  will  it  take  the  cylinder  pressure 
to  reduce  from  fifty  dozvn  to  fifteen  pounds  through 
this  retainer  ? 

A.  About  twenty  or  tw^enty-fiv^e  seconds,  during 
wdiich  time  the  auxiliaries  with  an  average  length  of 
train  have  become  pretty  well  charged. 

O.     Have  all  retainers  this  restricted  port  c  ? 

A.  No  ;  in  some  old  retainers  there  are  tw^o  ports  of 
:|-inch  diameter  each. 

O.  Will  a  retainer  hold  inore  pressure  with  a 
long  or  a  short  piston  travel  on  a  car  ? 


l^HE  \V::sTiNGHOUSE  Retaixixg  Valve.       69 

A.  It  holds  the  same  pressure  regardless  of  the 
travel.  The  volume  held  is  greater  on  the  long  travel 
car. 

Q,     Hozu  do  IV e  test  retainers? 

A.  Have  the  engineer  apply  the  brakes,  and  turn  up 
the  retainer  handles.  Then  signal  the  engineer  to 
release,  and  wait  about  half  a  minute,  after  which  walk 
along  and  turn  down  the.  handles.  If  a  blow  accom- 
panies the  turning  down  of  the  handles,  the  retainer  is 
working  properly,  otherwise  the  pressure  has  leaked 
away. 

Q.  What  troubles  luoitld  make  a  retainer 
inoperative  ? 

A.  A  leak  in  the  plug  valve  operated  by  the 
retainer  handle  ;  weight  20  (Fig.  9)  being  gone  or  dirt  on 
its  seat ;  a  split  pipe  leading  from  the  triple  exhaust  to  the 
retainer,  or  a  leak  in  the  packing  leather  in  the  brake 
cylinder  which  w^ould  allow  the  air  to  escape  to  the 
atmosphere. 

Q.  What  conld  be  the  tronble  with  the  retainer 
if,  after  the  brake  was  applied  and  the  retainer pnt 
in  7ise,  no  air  escaped  from  it  when  the  engineer 
increased  the  train- line  pressure? 

A.     Port  c  might  be  blocked. 

O.  If  we  ivish  to  use  a  retainer  in  descending  a 
grade,  should  the  handle  be  turned  np  be/ore  or 
afti  r  the  brakes  are  applied ? 

A.  It  makes  no  difference,  if  everything  is  in  proper 
condition. 

O  Explain  a  case  where  it  zvonld  not  be  proper 
to  turn  itp  tlie  retainer  handle  2Lntil just  before  we 
wish  to  2tse  it. 


yo  Air-Brake  Catechis^i. 

A.  If  the  rubber-seated  or  the  slide  valve  in  the 
triple  leaked,  and  we  turned  up  the  retainer  handle,  air 
would  accumulate  to  a  pressure  of  fifteen  pounds  in  the 
cylinder  if  the  leakage  groove  were  closed,  and  set  the 
brake  on  this  car.  If  the  train  were  just  pulling  over  a 
summit,  the  brake  being  on  might  stall  the  train. 

Q.  Give  a  rule  to  produce  best  results  in  using 
the  retainer. 

A.  In  testing  retainers  while  standing,  turn  up  the 
handles  at  your  convenience  before  or  after  the  brakes 
are  applied ;  but  when  using  them  on  the  road,  turn 
them  up  after  the  brakes  are  applied  or  a  short  time 
before  wishing  to  use  them. 

Q.  Is  a  retainer  ever  iisecl  except  to  steady  a 
train  zuhen  recharging? 

A.  Yes;  wdien  brakes  have  been  applied  too  hard, 
a  few  are  sometimes  used  to  keep  the  slack  bunched 
after  releasing,  when  drifting  along  preparatory  to  mak- 
ing a  stop. 

O.  Set  a  brake  with  the  full  service  applicatio7i. 
tJien  turn  7ip  the  retainer  handle,  release  and 
recharge.  After  charging  the  auxiliary  in  full 
again,  make  a  full  service  reduction.  Will  the 
brake  set  any  harder  one  time  than  another  ?. 

A.     Yes,  it  will  set  harder  the  second  time. 

O.      Why  ? 

A.  When  we  started  to  apply  the  brakes  the  first 
time,  w^e  had  seventy  pounds  auxiliary  pressure  and 
nothing  in  the  brake  cylinder.  The  second  time  we 
had  seventy  in  the  auxiliary  and  fifteen  pounds  in  the 
brake  cylinder.  By  comparison  we  see  that  we  had 
more  air  the  second  time  with  which  to  do  our  braking, 
and  the  pressures  will  therefore  equalize  higher. 


The  Westinghousp:  Retaining  Valve.        71 

O.  Would  we  gain  more  the  second  time  over 
that  of  the  first  with  a  long  or  a  short  piston 
travel  9 

A.  With  the  long,  because  the  retaining  valve  on  the 
long  travel  car  retains  the  same  number  of  pounds  in 
the  cylinder  as  on  the  short  one,  but  a  larger  volume  ; 
having  a  greater  volume  the  pressures  equalize  corres- 
pondingly highei. 

Q.  Do  zue  gain  the  zuhole  fifteen  pounds  more 
the  second  time  over  zuhat  is  obtained  the  first  ? 

A.  No  ;  we  gain  from  about  three  to  six  pounds 
pressure,  according  to  the  piston  travel. 

Q.  About  hozo  much  pressure  do  we  get  i?i  the 
brake  cylinder  for  a  five-pound  train-line  reduction  ? 

A.  It  varies  from  seven  to  eleven  pounds  with  aver- 
age piston  travel.  It  may  be  more  or  less,  but  this 
would  be  a  fair  average. 

Q.  After  getting  the  7tse  of  the  fifteen  pottnds 
that  the  retainer  holds,  hozu  much  press7cre  would 
we  then  get  in  the  cylinder  for  a  five-pound  trai7i- 
tine  reduction  zuith  an  average  piston  travel? 

A.     Between  thirty  and  forty  pounds. 

Q.  Where  a  twenty-potuid  rediiction  will  set  a 
brake  in  full  zuithout  the  aid  of  the  retainer ,  how 
much  reductioji  ?s  necessary  with  the  fifteen  pounds 
it  holds  to  aid? 

A.     From  twelve  to  fifteen  pounds  with  fair  travel. 

Q.  Name  another  gain  after  obtaining  the  use 
of  the  retainer. 

A.  If  we  have  to  apply  the  brakes  in  full,  it  does  not 
take  so  long  to  recharge,  as  the  auxiliary  and   brake- 


72  Air-Brake  Catechism. 

cylinder  pressures  equalize  higher  with  the  retainer  to 
aid. 

Q.  Hozu  co2ild  we  it  II  if  itzuas  safe  to  turn  itp  a 
retainer  handle  before  reaching  the  top  of  a  hill  and 
not  have  the  brakes  drag? 

A.  Put  the  hand  over  the  exhaust  port  and  hold  it 
there  a  few  seconds  to  see  if  any  air  is  issuing ;  if  not,  it 
is  safe  to  turn  up  the  handle. 

Table. 

(I)  (2)  (3)  (4)  (5)  (6)  (7) 

Piston       Emer-   Emergency  5  Lbs.Serv.5  ^^^^^^^-    Full    Full  Serv. 
travel        gency     with  Ret.       Reduction      -^,  ^*^'     Service  with  Ret. 

Inches   Ebs.      Lbs.       Lbs.     Lb«.     Lbs.     Lbs. 

4  62  65  23  59  57i  61 

5  61  63  19I  55  55J  59 

6  59i  63  131  51  53  58 

7  58*  62  iij  43  52  57 

8  57I  62  10  38  50I  56 

9  561  61I  8  35  48  55 

10  55i     61      +      32     46     54 

11  55     60     +     30    45     53 

The  above  figures  were  obtained  by  taking  an  average  of  four  tests 
for  each  condition. 

Each  test  was  made  with  a  train-line  and  auxiliary  pressure  of  sev- 
enty pounds. 

The  first  column  represents  the  piston  travel. 

The  second  colnmn  represents  the  brake-cylinder  pressure  obtained 
in  emergency. 

The  third  column  represents  the  brake-C3-linder  pressure  obtained  in 
emergency  after  the  retainer  has  been  used  ;  that  is,  there  was  al- 
ready a  pressure  of  fi.fteen  pounds  in  the  brake  cylinder  held  by  the 
retainer  when  the  emergency  was  used. 


The  Westixghouse  Retaining  Valve. 


/o 


The  fourth  column  represents  the  brake-cylinder  pressure  obtained 
with  a  five-pound  service  reduction. 

The  fifth  column  represents  the  brake-cylinder  pressure  obfeiincd 
with  a  five-pound  service  reduction  after  once  obtaining  the  use  of  the 
air  held  in  the  cylinder  by  the  use  of  the  retainer. 

The  sixth  column  represents  the  brake-cylinder  pressure  obtained 
with  a  full  service  reduction. 

The  seventh  column  represents  the  brake-cylinder  pressure  obtained 
with  a  full  service  reduction  after  getting  the  use  of  the  retainer. 

+  simply  meins  that  the  gauge  used  registered  no  pressure  less 
than  five  pounds.  With  a  ii-inch  travel  the  air  is  expanded  into  so 
large  a  space  that  a  very  small  pressure  is  obtained. 

The  table  should  be  read  from  the  left  to  the  right. 


MAIN  RESERVOIR. 

Q.  Where  does  the  air  go  when  it  leaves  the 
pinup  ? 

A.     To  the  main  reservoir. 

O.  Where  does  main  reservoir  pressure  begin 
and  where  end? 

A.  It  begins  where  the  air  leaves  the  pump  and  ends 
at  the  engineer's  valve. 

Q.      What  is  tJie  object  of  the  main  reservoir  ? 

A.  Its  object  is  to  act  as  a  storehouse  in  which  to 
keep  a  reserve  pressure  to  throw  into  the  train  line  to 
release  brakes  and  recharge  auxiliaries.  It  also  acts  to 
collect  most  of  the  dirt,  oil,  and  moisture  that  leaves  the 
pump. 

Q.  How  much  main  reservoir  pressure  is  nsiial- 
ly  carried  ? 

A.  Usually  ninety  pounds,  although  more  is  used  in 
mountainous  country,  or  when  using  the  high-speed 
brake. 

Q.  What  size  '}nai7i  reservoir  is  considered 
propel^  for  freight  service  ? 

A.  One  whose  capacity  is  not  less  than  20,000  cubic 
inches. 

O.      How  large  sJiould  any  main  reservoir  be  ? 
A.     In   releasing   brakes    in    any   service   the    main 
reservoir  must  be  large  enough  so  that,  when  the  brakes 


Main  Reservoir.  'j^ 

are  applied  and  we  wish  to  release  them,  the  main 
reservoir  pressure  vvill  equalize  w^tli  that  in  the  train 
line,  when  connected  with  it,  at  a  sufficiently  high 
pressure  to  insure  the  prompt  and  certain  release  of  the 
brakes. 

Q.  Why  IS  a  larger  main  reservoir  necessary  in 
freight  than  in  passenger  service  ? 

A.  Because  there  are  a  greater  number  of  auxiliaries 
to  charge  in  freight  service  and  a  longer  train  line  to 
supply. 

Q.  When  is  a  large  main  reservoir  zuith  fnll 
pressure  most  essential? 

A.  After  an  emergency  application,  and  especially 
after  a  break  in  two. 

Q.  What  results  are  likely  to  folloiu  tJie  ttse  of 
small  main  reservoirs  on  engines  put  ling  long  trains  ? 

A.  A  pump  is  likely  to  heat,  brakes  are  likely  to 
stick,  and  we  will  have  a  hard  handling  rotary. 

Q.  Why  is  a  pump  more  likely  to  heat  with  a 
small  main  reservoir  ? 

A.  Because  the  smaller  the  main  reservoir,  the  high- 
er the  pressure  has  to  be  carried,  and  the  higher  the 
pressure  the  more  is  heat  generated  in  compressing  the 
air ;  therefore  the  pump  is  more  likely  to  heat  and  burn 
out  the  packing. 

A  second  reason  is  that  with  a  small  reservoir,  when 
releasing  brakes,  the  pump  has  to  w^ork  faster  to  charge 
the  auxiliaries  before  the  speed  of  the  train  increases  too 
much.  The  pump  working  very  fast  does  not  have 
time  to  take  in  a  full  cylinder  of  air  each  stroke.  The 
pump  then  has  to  make  more  strokes  to  compress  the 
same  amount  of  air,  than  it  would  were  it  working  more 
slowly. 


^G  Air-Brake  Catechism. 

Q.  State  the  gains  made  by  using  a  large  main 
reservoir. 

A.  Pressure  in  the  main  reservoir  and  train  line  will 
equalize  higher  when  releasing,  auxiliaries  will  be 
charged  more  quickly,  the  pump  is  not  so  likely  to  heat, 
and,  not  working  so  rapidly  or  against  so  high  a  pressure, 
will  not  wear  out  so  fast,  and  the  brakes  are  not  so  likely 
to  stick. 

Q.  What  should  be  the  location  of  a  main  reser- 
voir ? 

A.  If  possible,  at  the  lowest  point  in  the  air-brake 
system. 

Q.      Why  ? 

A.  To  have  all  the  dirt  and  oil  possible  drained  into 
it  and  drawn  off  through  the  bleed  cock. 

Q.      Where  is  the  main  reservoir  visually  located? 

A.     Between  the  frames  back  of  the  cylinder  saddle. 

O.     Should  it  be  located  there  ? 

A.  Yes,  when  it  is  possible  to  place  there  a  main 
reservoir  of  the  regulation  size ;  but  the  size  must  not 
be  sacrificed  for  the  position. 

Q.      Where  else  is  it  sometimes  located  ? 
A.     Under  the  foot-boards  of  the  cab  and  sometimes 
on  the  tank. 

O.      Is  it  right  to  locate  it  on  the  tank  ? 
A.     Yes,  if  the  requisite  volume  can  be  obtained  in 
no  other  way  ;  otherwise,  no. 

Q,      Why  is  it  not  a  desirable  position  ? 

A.  Oil  and  dirt  will  not  drain  into  it  as  they  should, 
and  when  it  is  so  located,  two  lines  of  hose  have  to  run 
between  the  tank  and  engine,  one  to  carry  the  air  from 
the  pump  to  the  main  reservoir,  and  the  other  to  bring 


Main  Reservoir.  77 

the  pressure  from  the  reservoir  to  the  engineer's  valve. 
These  hose  get  full  of  oil  and  dirt,  decay,  bur^t,  and  in 
the  end  prove  ver^^  expensive. 

Q,  HotU  often  should  the  main  reservoir  be 
drained  ? 

A.     At  the  end  of  each  trip. 

O,  Where  does  this  luater  fonnd  in  the  main 
reservoir  come  from  ? 

A.  Most  of  it  is  drawn  from  the  atmosphere,  and 
given  oflF  when  the  particles  of  air  are  pressed  together. 

Q.  Does  any  of  the  condensed  steam  from  the 
steam  end  of  t lie  pump  leak  by  the  piston  rod  and 
then  pass  into  the  main  resei^voir  with  the  com- 
pressed air  ? 

A.  A  trifle ;  but  this  is  an  inappreciable  amount 
compared  wuth  what  comes  from  the  atmosphere,  especi- 
ally on  rainy  days. 

The  following  was  taken  from  the  '96  Proceedings  of 
the  x\ir  Brake  Association.  There  were  four  reservoirs, 
each  with  a  capacity  of  12,200  cubic  inches,  and  they 
could  all  be  used  together  or  cut  out  at  will.  The  test 
was  made  on  a  tw^ent}'-five  car  train,  and  shows  the  ad- 
vantage of  having  a  large  volume  of  air  in  the  main 
reser\'oir  to  equalize  with  that  in  the  train  line. 


Xumber  of 

Initial  reservoir 

Initial  pressure 

Pressure 

reservoirs 

pressure 

in  train  pipe 

equalized  at 

cut  in. 

in  pounds. 

in  pounds. 

in  pounds. 

4 

100 

0 

50 

2 

100 

0 

35 

4 

100 

50 

72 

4 

90 

50 

67 

2 

100 

50 

68 

2 

100 

50 

63* 

7, 

90 

50 

61 

78 


Air-Brake  Catechism 


Main  Reser^ 

-oiR  Sizes. 

nches,  outside. 

Capacity. 

22\  X  34 

about 

11,200  cubic 

inches 

24i  X  34 
26,V  X  34 

14,000     " 
15,800     ^' 

( ( 
( ( 

20j  X  41 

12,200     " 

'' 

22J  X  41 

14,000     " 

( ( 

24J  X  41 

17,400     " 

on  nnn      ' ' 

( ( 
( ( 

20,000 

Note. — Main  reservoir  capacity  for  passenger  en- 
gines should  not  be  less  than  16,000,  and  for  freight 
engines  not  less  than  20,000  cubic  inches. 


WBSTINGHOUSE  ENGINEER'S  BRAKE 
VAI.VES. 

Q,      What  was  the  first  form  of  valve  used? 

A.  That  which  was  known  as  the  old  three-way 
cock. 

O.      IVitJi  zuhat  eqinpmcnt  toas  this  itsed  ? 

A.  With  the  straight  air,  with  the  plain  automatic, 
and  for  a  time,  by  a  good  many  roads,  with  the  quick- 
action  brake. 

O.      What  objection  zuas  there  to  it  ? 
A.     It  was  not  sufficiently  sensitive,  and  there  was 
great  danger  of  throwing  the  brakes  into  emergency. 

O.      Why? 

A,  Because  reductions  of  train-line  pressure  were 
made  by  instinct  or  sense  of  sound.  An  engineer  hav- 
ing a  short  train  to-day  and  a  long  one  to-morrow  could 
scarcely  avoid  doing  poor  braking,  as  his  valve  was  noth- 
ing much  more  than  a  plug  valve.  A  reduction  that 
was  a  trifle  too  heavy  would  throw  the  triples  into  quick 
action,  and  on  a  long  train  the  reduction  could  not  be 
made  too  slow,  or  the  air  would  blow  through  the  leak- 
age grooves  in  the  brake  cylinders.  If  the  escape  of  air 
from  the  train  line  were  suddenly  checked,  the  air  from 
the  rear  rushing  ahead  had  a  tendency  to  kick  off  some 
of  the  head  brakes. 

O.      In  changing  the  valve  what  was  the  object  ? 
A.     To  obtain  a  valve  that  would  mechanically  and 


8o  Air-Brake  Catechism. 

gradually  make  the  desired  reduction  of  train-line  press- 
ure regardless  of  the  length  of  the  train. 

Q.      Was  this  done* immediately  ? 

A.  No;  several  forms  of  valves  were  made  before 
those  now  in  use. 

Q.      What  are  the  ones  nozu  in  use  ? 

A.  The  D  8  and  the  D  5,  E  6,  orF  6  ;  the  last  three 
are  the  same,  the  different  letters  simply  refer  to  different 
catalogues  issued  by  the  Westinghouse  Company. 

Q.      Which  is  the  one  most  in  ttse  and  the  07ie  sent 
ont  with  all  modern  equipi7ient  ? 
A.     The  F  6  valve. 

O.  Wliat  should  be  the  location  of  an  engineer  s 
valve  f 

A.  Within  easy  reach  of  the  engineer  and  far  enough 
from  the  boiler  that  the  heat  will  not  dry  out  and  crack 
the  gaskets. 


F  6  ENGINEER'S  BRAKE  VALVE. 

Q,  Explam  the  different  parts  of  the  engineer  s 
brake  valve. 

A.  X,  F,  7',  IF,  and  R  are  explained  by  referring  to 
Fig.  lo. 

60  and  61  are  known  respectively  as  upper  and  lower 
body  gasket. 

43  is  tlie  rotary  valve. 

32  a  gasket  to  keep  main  reservoir  pressure  from  leak- 
ing to  the  atmosphere. 

The  space  above  piston  47  is  known  as  cavity  /)  ; 
this  cavity  is  connected  with  the  little  drum,  by  the 
pipe  50. 

47  is  the  equalizing  piston,  51  the  train-line  exhaust. 

33  and  34  are  known  as  the  upper  and  lower  valve 
body. 

There  is  a  tee  in  pipe  45  just  after  it  leaves  the  valve, 
one  branch  of  which  goes  to  the  red  hand  on  the  gauge 
and  the  other  to  the  pump  governor. 

The  other  parts  need  no  naming. 

Q.      Of  what  use  is  the  engineer  s  valve  ? 

A.  To  give  the  engineer  complete  control  of  the  flow 
of  air. 

Q.  How  many  positions  are  there  for  the  en- 
gineer s  valve  ? 

A.     Five. 

Q.     Name  them. 


H  ^~— To  Small  flcSERVOrf? 

Fig.  io.  -  F  6  Bra^e  Vai.ve. 


F  6  Engineer's  Brake  Valve.  83 

A.  Full  release,  running,  lap,  ser\dce,  and  emergencv 
positions. 

Q.     Describe  the  use  of  the  different  positions. 

A.     Full  release  is  that  used  for  releasing  brakes. 

Running  position  is  the  one  used  when  running  on 
the  road  and  when  the  brakes  are  inoperative. 

Lap  position  is  that  which  blanks  all  ports  in  the 
valve. 

Service  is  the  position  used  when  the  brakes  are  to  be 
applied  gradually. 

Emergency  is  the  position  used  when  the  brakes  are 
to  be  applied  suddenly. 

Q.  What  connections  do  we  have  with  tJie  valve 
in  /nil  release  ?. 

A.  A  direct  connection  between  the  main  reservoir 
and  train  line  through  a  large  port  and  between  the 
main  reservoir  and  cavity  J)^  or  the  little  drum,  through 
two  small  ports. 

Q.  Explain  the  floiu  of  air  from  the  main 
reservoir  throno-h  the  engineer  s  valve  in  this 
position. 

A,  In  this  position  the  m.ain  reservoir  pressure  enters 
the  valve  at  A",  passes  through  port  -A,  port  a  of  the  ro- 
tary 43,  port  b  of  the  rotary  seat  33  (Figs.  10  and  11),  up 
into  cavity  c  of  the  rotary  and  through  port  I  into  the  train 
line  at  F.  As  the  air  passes  through  cavity  c  of  the 
rotary  on  its  way  to  the  train  line,  it  is  free  to  pass 
through  port  g  (Fig.  11)  into  cavity  2).  In  this  position, 
porty  of  the  rotary  (Fig.  12)  is  over  port  e  in  the  rotary 
seat  (Fig.  11)  also  leading  to  the  little  drum,  or  cavity  B, 

O.      Can  main  reservoir  pressure   reach    the  top 
of  the  rotary  ^j  at  all  times  ? 
A.     Yes. 


To  Pump  Governor  Qi  Gauge 

-RED    HAND- 

Main  Reservoir  Pressure 


To  Gauge 

-black  hand- 

Train  Pipe  Pressur: 


Fig.  II.— F  6  Brakk  Valve. 


F  6  Engineer's  Brake  Valve.  85 

Q.     How  much  main  7^eservoir  pressure  is  icsiial- 
ly  carried  except  in  very  nwuntaijions  country  ? 
A.     Ninety  pounds. 

Q.  How  much  pressure  luoiild  we  get  on  the 
main  reservoir,  tJie  train  line  and  the  little  dricniy 
were  the  handle  of  the  engineer  s  valve  to  be  left  in 
fill  release  position  icntil  the  pump  stopped? 

A.  Ninety  pounds  in  each,  as  tliere  is  a  direct  con- 
nection between  the  three. 

O.  What  is  the  small  blow  we  hear  if  the  en- 
giiicers  valve  is  allowed  to  remain  in  fill  release  f 

A.  It  is  the  escape  of  main  reser\^oir  pressure  through 
the  warning  port  of  the  rotary  into  the  emergency  ex- 
haust (Fig.  11)  and  out  to  the  atmosphere. 

O.      What  is  this  port  and  its  purpose  ? 

A.  It  is  a  port,  one  end  of  which  is  about  as  large  as 
a  pin.  When  the  engineer  hears  this  blow  it  means  to 
him  that  he  must  be  careful  or  he  will  get  ninety  pounds 
pressure  on  the  train  line  if  he  leaves  the  handle  of  his 
valve  in  full  release  position  too  long. 

Q.  How  much  pressure  is  visually  carried  on  the 
train  line  and  little  drum  in  countiy  not  mou7i' 
tainons  ? 

A.     Seventy  pounds. 

Q.  How  does  the  engineer  prevent  a  ninety- 
p07cnd pressure  getting  on  the  train  line  and  little 
drtcm  ? 

A.  By  moving  the  valve  to  the  second  or  running 
position. 

O.  WJiy  do  we  get  only  seventy  pounds  pressure 
on  the  traiiiline  with  the  valve  in  r7mni?tg position  ? 


Feed  VauvI 


Fig.  12.— F  6  Brake  Valve. 


F  6  Engineer's  Brake  Valve.  87 

A.  Because  in  this  position  all  air  passing  into  the 
train  line  from  the  main  reservoir  has  to  pass  through 
the  feed  valve  (Fig.  12),  and  this  is  adjusted  to  close  as 
soon  as  there  is  a  seventy-pound  pressure  on  the  train 
line. 

Q.  In  rtinning position  we  have  the  position  of 
the  rotary  as  shown  in  Fig.  12.  Explain  the  pas- 
sage of  air  ill  this  position. 

A.  The  main  reservoir  pressure  passes  through  th^ 
ports  y,  /  and  / '  (Figs.  11  and  12)  into  the  feed  valve,  or 
train-line  governor  as  it  is  more  commonly  called  ; 
thence  through  port  i  (Fig.  11)  into  port  I  (Figs.  10  and  11) 
and  out  into  the  train  line  at  F.  As  the  pressure  passes 
through  port  I  into  the  train  line  it  is  also  free  to  pass 
up  into  cavity  c  of  the  rotary  which  is  still  over  port  I  as 
seen  in  Fig.  10.  Port  g  is  still  exposed  under  cavity  c, 
and  at  the  same  time  the  air  passes  through  the  train- 
line  governor  into  the  train  line,  it  also  passes  into  cavity 
c  of  the  rotary,  port  g  of  the  rotary  seat  (Fig.  11)  and 
into  cavity  D,  or  the  little  drum. 

Q.  The  train-line  governor  closes  when  there  are 
seventy  ponnds  on  the  train  line  with  the  valve  in 
running  position.  Hozu  much  pressure  do  we  get 
in  the  main  reservoir  zuith  the  valve  in  this  position  ? 

A,     Ninety  pounds. 

Q,  What  stops  tJie  pu7np  iuhe7i  there  are  ninety 
pounds  on  the  7nain  reservoir  ? 

A.  The  pump  governor,  which  is  connected  with 
main  reservoir  pressure  at  45  (Fig.  10). 

Q.  Is  the  p2iinp  governor  always  set  at  ninety 
poiLuds  ? 

A.  No  ;  only  in  level  and  hilly  countr}^  In  moun- 
tainous country,  it  is  set  much  higher,  also  in  level 
country  where  exceptionally  long  trains  are  handled. 


88  Air-Brake  Catechism. 

Q,  The  red  hand  on  the  gauge  represents  main 
reservoir  pressure,  and  tJie  black  hand  is  said  to 
represent  that  on  the  train  line.  Is  the  pipe  lead- 
ing to  the  black  hand  cormected  directly  to  the  train 
line  ? 

A.  No  ;  it  is  connected  to  little  drum  pressure.  (See 
46,  Fig.  10.) 

Q.  Why  is  it  called  train-line  pressure  if  not 
co7inected  to  it  ? 

A.  Because  in  full  release  or  running  position  port  g 
furnishes  a  direct  connection  between  the  little  drum 
and  train  line,  and  the  pressures  must  be  equal. 

Q.  What  is  the  next  position  to  the  right  of 
running  position  ? 

A.     Lap  position. 

Q.  How  docs  the  air  flow  with  the  valve  in  this 
position  ? 

A.  There  is  no  passage  of  the  air  as  all  ports  are 
blanked.  The  rotary  is  moved  around  sufficiently *to 
shut  off  port  j  in  the  rotary  from  port  /  in  the  rotary 
seat,  and  a  small  lug  on  the  inside  rim  of  the  rotary 
also  covers  port  ^,  thus  separating  the  train  line  from 
the  little  drum.  In  this  position  the  main  reservoir, 
train-line  and  little  drum  pressures  are  each  by  them- 
selves. 

Q.      What  is  the  dividing  line  between  the  train- 
line  and  little  drum  pressures  in  this  position? 
A.     The  equalizing  piston  47  (Fig.  10). 

Q.  Do  lue  still  refer  to  the  black  hand  as  repre- 
senting  train-line  pressure  on  lap,  knowing  the  ports 
are  closed  between  the  little  dritni  and  train  lijie  ? 

A.     Yes. 


F  6  Engineer's  Brake  Valve.  89 

Q.     If  there  luer^e  a  leak  on  the  train  line,  would 
the  black  hand  fall  back  if  the  valve  is  on  lap  ? 
A.     Yes,  but  slowly. 

Q.      Why  ? 

A.  Because  in  order  to  have  piston  47  work  smoothly 
the  packing  ring  48  (Fig.  10)  must  not  be  absolutely 
tight.  If  the  train  line  leaks,  the  little  drum  pressure 
will  gradually  leak  by  the  packing  ring  into  the  train 
line  and  equalize  with  it. 

Q.  What  wottld  happen  if  this  packing  ring 
were  tizJit? 

A.  With  the  valve  on  lap  all  train-line  pressure  could 
leak  away  and  the  black  hand  on  the  gauge  would  not 
show  it. 

Q.  What  is  the  next  position  to  the  right  of  lap  ? 

A.  Service  position. 

O,  What  is  this  position  tised  for? 

A.  To  make  a  gradual  application  of  the  brakes. 

Q.  Explain  this  position. 

A.  In  this  position,  a  groove  p  (Fig.  13)  of  the  rotary 
connects  port  e  (Fig.  11)  leading  to  the  little  drum 
through  rotary  seat  with  a  groove  h  (Fig.  11)  also  in  the 
rotary  seat;  li  leads  into  the  emergency  exhaust  h  (Fig. 
11),  which  is  directly  connected  with  the  atmosphere  as 
shown  by  the  dotted  lines.  We  then  have  a  direct  con- 
nection from  the  little  drum  to  the  atmosphere  through 
small  ports. 

Q.      What  is  port  e  called? 

A.  The  preliminary  exhaust  port.  This  hole  is 
bushed,  and  the  bushing  has  a  small  taper  hole  through 
it. 


90  Air-Brake  Catechism. 

Q.  What  effect  does  takz7ig  air  from  the  little 
driLni  Jiave? 

A.  It  reduces  the  pressure  on  top  of  piston  47.  The 
pressures  were  the  same  on  both  sides  of  it,  but  when 
the  reduction  is  made  from  the  little  drum  in  service 
position,  it  leaves  piston  47  with  the  greater  pressure 
underneath  on  the  train-line  side  of  the  piston. 


Fig.  13. — A  View  of  the  Bottom  Side  of  the  Rotary  43. 

Q.      What  effect  has  this  ? 

A.  The  train-line  pressure  being  greater  forces  piston 
47  from  its  seat  and  allows  train-line  pressure  to  escape 
to  the  atmosphere  through  the  train-line  exhaust  51 
(Fig.  10). 

Q.     Hozu  long  does  piston  4J  remain  off  its  seat  f 

A.  Just  as  long  as  the  train-line  pressure  is  greater 
than  that  in  the  little  drum.     When  the   little   drum 


F  6  Engineer's  Brake  Valve.  91 

pressure  is  a  trifle  greater  than  the  train  line,  piston  47 
is  forced  to  its  seat. 

Q.     Do  zue  still  speak  of  the  black  hand  as  repre- 
senting ti^aiu'lijie  pressure  ? 
A.     Yes. 

Q.  How  do  we  know  it  is  the  same  as  that  in 
the  little  drzun  to  which  the  gauge  pipe  leading  to 
the  black  hand  is  connected  ? 

x\.  Because  the  equalizing  piston  will  take  the  same 
amount  of  pressure  from  the  train  line  before  it  closes 
that  the  engineer  took  from  the  little  drum. 

O.  If  the  engineer  zuishes  to  apply  brakes  gradu- 
ally, does  he  take  air  from  the  traifi  line  ? 

A.  No  ;  he  takes  it  from  the  little  drum,  and  piston 
47  takes  care  of  the  train  line. 

Q.  To  zuhat  else  in  the  brake  system  is  the  piston 
//.J  similar  in  its  zuork  ? 

A.     The  triple  piston  (Fig.  2). 

Q.  What  is  the  next  position  to  the  right  of 
service  ? 

A.     Emergency  position. 
Q.     Explain  this  position, 

A.  The  rotary  is  moved  around  so  that  the  large 
cavity  c  (Fig.  13)  is  directly  over  the  large  ports  I  and  k 
of  the  rotary  seat  (Fig.  11).  Air  passes  from  the  train 
line  at  I  into  cavity  c  and  out  to  the  atmosphere  through 
port  h. 

Q.      What  is  the  object  of  ttsing  the  large  ports  ? 
A.     To  get  a  very  sudden  reduction  on  the  train  line 
to  cause  the  triple  valves  to  go  into  quick  action. 


92  Air-Brake  Catechism. 

Q,  Is  the  reduction  necessarily  heavy  to  obtain 
quick  action  ? 

A.     No  ;  it  is  quick. 

Q.  Does  the  little  drttm  pressure  or  the  equaliz- 
ing piston  play  any  part  in  the  emergency  applica- 
tion ? 

A.     None  whatever. 

O.  In  rimning position  when  the  pump  stops  we 
have  ninety  poiinds  in  the  main  reservoir  a7id  seventy 
on  the  train  line.  What  is  the  difference  between 
the  pressure  in  the  main  reservoir  and  the  train 
line  called? 

A.     Excess  pressure. 

Q,      What  is  the  7cse  of  excess  pressure  f 

A.  It  is  a  reserve  power  to  throw  into  the  train  line, 
when  the  valve  is  placed  in  release  position,  to  force  the 
triple  pistons  to  release  position  and  help  recharge  the 
auxiliar>^  reservoirs. 

Q.  If  the  ptivp  lucre  started  with  the  handle  of 
the  valve  07i  lap,  hozu  7mich  pressure  would  we  get  in 
the  main  reservoir  and  hozu  mtich  in  the  train  line  ? 

A.  Ninety  pounds  in  the  main  reservoir  and  noth- 
ing in  the  train  line. 


FEED  VALVE  OR  TRAIN-UNE  GOVERNOR. 

Q.      What  is  the  ditty  of  the  train-lme governor  ? 

A.  To  keep  any  desired  pressure  on  tlie  train  line 
with  the  handle  of  the  engineer's  valve  in  running 
position. 

Q.  Does  it  play  a  part  in  any  other  than  rn7i- 
ning position  ? 

A.     No. 

Q.  Explain  the  action  of  the  gover^ior  zuith  the 
engijteer  s  valve  in  running  position. 

A.  The  spring  68  (Fig.  14)  supports  piston  74,  and  the 
piston  holds  the  valve  63  from  its  seat.  As  long  as  the  air 
pressure  on  top  of  the  piston  is  less  than  the  tension  of 
the  spring  68,  valve  63  is  held  from  its  seat,  and  main 
reservoir  pressure  coming  in  through  port  /  feeds  into 
port  i  as  indicated  by  the  arrow,  and  on  into  the  train 
line.  When  the  pressure  above  the  piston  is  greater 
than  the  tension  of  the  spring  68,  the  piston  is  forced 
down,  allowing  valve  63  to  seat. 

Q.     How  is  the  train-line  pressure  regulated? 

A.  By  screwing  up  on  the  nut  70  to  strengthen  the 
spring  and  hold  valve  63  from  its  seat  longer  to  gain 
train-line  pressure,  and  lowering  nut  70  to  w^eaken  train- 
line  pressure. 

Q.  Of  zuhat  use  are  the  rubber  gaskets  7^  and 
the  packing  ring  dj? 


94 


Air-Brake  Catechism. 


A.  To  keep  train-line  pressure  from  leaking  down 
through  the  governor  and  out  to  the  atmosphere. 

Q.  What  governor  troubles  will  allow  full  main 
reservoir  pressure  to  go  through  the  governor  to 
train  line? 


Fig.  14. — Feed  Vai.ve  or  Train-Line  Governor. 

A.  (i)   Dirt   or  scale   on   the    seat   of  the   valve   63 
(Fig.  14). 

(2)  Spring  68  being  screwed  up  too  stiff. 

(3)  A  leak  between  the  holes  of  the  gasket  56  where 
the  governor  is  bolted  to  the  body  of  the  engineer's  valve. 


Feed  Valve  or  Traix-Line  Governor,       95 

(4)  The  lower  body  of  the  governor  69  being  screwed 
up  too  tight. 

Q.  Explain  why  the  above  troubles  would  pre- 
vent the  governor  from  shutting  off  the  main  reser- 
voir pressure  when  the  desired  amo2C7it  of  train- 
line  press7cre  had  been  reached. 

A.  (i)  Dirt  or  scale  would  not  allow  valve  63  to 
seat. 

(2)  Spring  68  being  too  stiff  would  hold  valve  63  from 
its  seat  too  long. 

(3)  The  following  sketch  showing  the  gasket  between 
the  train-line  governor  and  the  engineer's  valve  will 
explain  the  third  trouble  and  its  effect.  The  dotted  line 
represents  the  leak. 


O   (Z>--G    O 


Fig.  15. 

(4)  The  bottom  casing  69  being  screwed  up  too  tight 
would  crush  the  rubber  gasket  72  at  the  outer  edge. 
The  inside  of  the  gasket,  not  being  injured,  would  lift 
the  piston  so  high  that  valve  63  could  not  get  low 
enough  to  seat.  In  this  case  the  spring  68  could  be 
taken  entirely  out,  and  still  we  could  get  no  excess  as 
our  train-line  and  main  reservoir  pressures  would  equal- 
ize. 

Q.  If  we  zuish  to  remove  valve  6j  to  clean  it 
when  there  is  a  train  coupled  to  the  engine,  how 
should  it  be  done  ? 


96  Air-Brake   Catechism. 

A.  Turn  the  cut-out  cock  in  the  train  line  under  the 
engineer's  valve  and  place  the  handle  in  service  position 
to  remove  the  train-line  pressure  between  the  engineer's 
valve  and  the  cut-out  cock.  Then  remove  nut  65  and 
valve  63. 

Q.     Hozu  should  valve  6j  be  cleaned? 

A.  With  oil.  The  seat  should  never  be  scraped  to  re- 
move any  gum,  as  it  is  a  lead  seat  and  a  scratch  would 
ruin  it. 

Q.      What  should  be  done  befoi-e  replacing  valve 

63? 

A.  The  valve  should  be  moved  to  running  position 
to  blow  out  any  loose  dirt  or  scale. 

Q.  Docs  the  valve  6j  begin  to  close  before  full 
train-line  pressure  is  reached? 

A.  Yes ;  the  spring  68  begins  to  be  compressed  a 
little  before  full  train  pressure  is  reached  so  that  the  last 
few  pounds  feed  more  slowly  into  the  train  line. 

O.     How  ivouldyou  remove  piston  ^4  if  it  stuck  ? 

A.  First  remove  valve  63  as  just  described,  and  then 
replace  the  cap  nut  65.  Next  remove  the  lower  body 
68.  Grasp  the  stem  of  the  piston  66  with  the  right 
hand  and  move  the  handle  of  the  engineer's  valve  to 
running  position  with  the  left.  The  main  reservoir 
pressure  coming  in  will  blow  out  the  piston,  after  which 
lap  the  valve.  Never  drive  the  piston  out  by  putting  a 
punch  on  the  stem  unless  the  punch  is  at  least  as  large 
as  the  stem. 

Q.  In  replacing  piston  /^,  what  care  should  be 
exercised  ? 

A.  To  carefully  enter  the  packing  ring  of  the  piston 
into  the  brass  bushing.  Never  pound  it  in  as  some- 
thing would  be  broken  or  sprung. 


Feed  Valve  or  Traix-Lixe  Goverxor.      97 

Q.  With  the  handle  of  the  e7igineers  valve  on 
lap,  could  the  train-line  governor  be  removed  entirely 
without  losing  main  reservoir  pressure  ? 

A.  Yes  ;  all  ports  are  blocked,  and  main  reservoir 
pressure  could  not  get  through  the  rotary  in  this 
position. 

Q.  What  harm  would  a  leak  by  the  packing  ring 
6 J  and  throttgh  the  rubber  gaskets  y2  do  ? 

A.  No  harm,  except  what  a;iy  small  leakage  of 
train-line  pressure  would  do. 


THE  LITTLE  DRUM,  OR  CAVITY  D. 


Fig.  i6. — The  Little  Drum,  or  Cavity  D. 


Q.  How  else  is  the  little  drum^  or  cavity  D,  some- 
times spoken  of  ? 

A.     As  the  engineer's  equalizing  auxiliary. 

Q.      Where  is  the  little  driun  usually  located  ? 

A.  Under  tlie  foot-boards  of  the  cab,  on  either  the 
fireman's  or  engineer's  side,  according  to  which  has  the 
most  free  space. 

Q^      What  is  the  object  of  the  little  drtc7n  ? 

A.  To  furnish  a  volume  of  air  on  top  of  the  equaliz- 
ing piston  in  the  engineer's  valve. 

Q,      Wozcld  not  the  air  in  the  s7naU  cavity  over 


The  Little  Drum,  or  Cavity  D.  99 

the  equalizing  piston  hold  air  enough  to   keep    the 
piston  on  its  seat  ? 

A.  Yes  ;  but  there  is  not  a  sufficient  volume  there 
to  draw  from  in  making  service  reductions  to  make 
them  sufficiently  gradual. 

Q.  What  luould  happen  wJien  the  engineer  put 
the  handle  of  the  engineer'' s  valve  in  service  position^ 
if  titer  e  were  no  little  drum  to  furnish  a  volume  of 
air  on  top  of  the  equalizing  piston  ? 

A.  The  air  would  leave  the  top  of  the  piston  in  a 
flash  on  account  of  the  small  volume,  the  black  hand  on 
the  gauge  would  fall  to  the  pin,  the  equalizing  piston 
rise  full  stroke,  all  train-line  pressure  would  rush  to  the 
atmosphere  through  the  train-line  exhaust,  and  the  en- 
gineer would  have  lost  control  of  the  brakes. 

Q.     Hozu  would  the  brakes  on  the  train  act? 

A.  If  a  long  train  were  coupled  to  the  engine,  the 
brakes  would  go  full  set  in  a  service  application  ;  but  if 
a  train  of  less  than  about  six  or  seven  cars,  the  brakes 
would  go  into  quick  action. 

Q.  Why  full  service  on  a  long  traifi  and  quick 
action  on  a  short  one  ? 

A.  On  a  short  train,  w^hen  the  equalizing  piston  flew 
up,  air  from  the  train  line  would  go  to  the  atmosphere 
through  the  train-line  exhaust  faster  than  the  auxiliary 
pressure  could  get  from  the  auxiliary  to  the  brake 
cylinder  through  the  service  port  of  the  triple  slide  valve. 
When  the  auxiliary  pressures  were  enough  stronger  than 
that  on  the  train  line,  they  would  force  out  the  triple 
pistons  and  compress  the  graduating  springs,  causing 
the  triples  to  go  into  quick  action. 

On  a  train  of  any  length  the  train-line  pressure,  due 
to  the  greater  volume  on  the  train  line,  could  not  get  out 
of  the  train-line  exhaust  any  faster  than  the  auxiliary 


loo  Air-Brake  Catechism. 

pressure  could  feed  through  the  slide  valves  to  the  brake 
cylinders,  and  the  auxiliary  pressures  would  not  be 
strong  enough  to  compress  the  graduating  springs,  but, 
losing  all  train-line  pressure,  would  apply  the  brakes  in 
full  service  application. 

Q.  The  three-way  cock  was  done  away  with  to 
get  a  valve  that  would  mecha^iically  make  a  g7^adual 
desired  train-line  reduction  regardless  of  the  le7tgth 
of  the  train.  What  is  it  about  the  valve  now  ttsed 
that  allozus  this  to  be  done? 

A.  The  little  drum  in  conjunction  with  the  equaliz- 
ing piston. 

Q.  Does  an  engineer  have  to  leave  the  handle 
of  the  engineer  s  'valve  in  service  position  any  longer 
to  make  a  train-line  redtiction  of  five  poinids  on 
a  long  train  than  on  a  short  one? 

A.  No;  all  little  drums  are  of  the  same  size.  If  a 
five-pound  train-line  reduction  is  desired,  the  engineer 
releases  five  pounds  from  the  little  drum  to  the  atmos- 
phere, and  the  equalizing  piston  takes  care  of  the  train- 
line  pressure  regardless  of  the  length  of  the  train. 

Q,  If  by  any  chance  the  pipe  leading  to  the 
little  drum  were  broken  off,  con  Id  we  still  handle 
the  brakes? 

A.     Yes. 

Q.     How  ? 

A.  Plug  the  broken  pipe  and  also  the  train-line  ex- 
haust. When  wishing  to  apply  the  brakes  in  service, 
our  service  position  would  be  of  no  use  as  the  train- line 
exhaust  is  plugged  ;  so  move  the  valve  part  -way  into 
emergency  position,  being  careful  not  to  get  it  too  far 
into  emergency  position  so  as  to  make  too  sudden  a  re- 
duction, and  when  putting  the  valve  back  on  lap  do  not 


The  Little  Drum,   or  Cavity-  D.         ioi 

stop  the  train-line  reduction  too  quickly  or  the  surge  of 
air  forward  may  release  some  of  the  head  brakes. 

Q,  hi  such  a  case,  into  what  have  we  trans- 
formed our  efficiejit  valve  ? 

A.     Practically  into  an  old  three-way  cock. 

Q.  How  do  we  tell  if  the  preliminary  exhaust 
port  e  is  free  from  gnm  and  corrosion? 

A.  Flace  the  engineer's  valve  in  ser\dce  position  and 
watch  the  black  hand  on  the  gauge.  It  should  take 
about  five  or  six  seconds  to  reduce  the  pressure  in  the 
little  drum  from  seventy  to  fifty  pounds  through  the 
preliminary  exhaust  port. 

Q.  What,  besides  the  fact  that  the  preliminary 
exhaust  port  is  partially  closed^  would  cause  it  to 
take  longer  than  six  seconds  to  make  this  reditction  ? 

A.  See  the  engineer's  valve  (Fig.  I o).  If  the  gasket 
6i  leaked  between  the  main  reservoir  and  little  drum,  or 
between  the  train  line  and  little  drum,  or  if  the  packing 
ring  48  were  sufficiently  loose  to  allow  train-line  press- 
ure to  feed  by  too  quickly. 

Q,  If  it  takes  less  than  five  seconds  to  make 
this  reditction,  what  is  probably  the  matter  ? 

A.  There  is  a  leak  somewhere  in  the  connection  to 
the  little  drum,  which  helps  make  the  reduction. 


PECULIARITIES  AND  TROUBLES  OF  THE 
F  6  VALVE. 

Q.  What  two  troubles  in  the  engineer  s  valve 
aside  from  those  in  the  train-line  governor  wonld 
not  permit  any  excess  pressitre  luitJi  the  handle  of 
the  engineer  s  valve  in  r  tinning  position  ? 

A.  A  leak  in  the  lower  gasket  6i  (Fig.  lo)  between 
tlie  main  reserv^oir  and  the  little  drum  and  a  leaky 
rotary. 

Q.  Why  does  air  leaking  from  the  main  reser- 
voir to  the  little  drnm  in  running  position  not  per- 
mit any  excess pressnre  f 

A.  Because  in  this  position  the  little  drum  and  train 
line  are  directly  connected. 

O.     Does  gasket  6i  leak  very  often  ? 

A.     No  ;  this  is  a  trouble  seldom  encountered. 

Q.      What  indications  are  give  7i  by  sicch  a  leak? 

A.  In  service  position  it  would  take  longer  to  make 
a  given  reduction  on  the  little  drum,  as  air  is  feeding  in 
slowly  at  the  same  time  it  is  being  taken  out  through 
the  preliminary  exhaust.  As  soon  as  the  valve  was 
placed  on  lap  the  black  hand  would  quickly  feed  up  to 
main  reserv^oir  pressure. 

Q.  If  the  air  luere  leaking  into  the  little  drum 
by  gasket  6i  as  fast  as  it  zuas  being  removed  through 
the  preliminary  exhaust  port,  what  zuould  happen? 


Peculiarities  and  Troubles  of  the  F  6  Valve.  103 

A.  The  equalizing  piston  could  not  be  raised  and  the 
only  way  the  brakes  could  be  applied  would  be  by  using 
the  emergency  position. 

Q.  Hoiu  docs  the  leaking  of  the  rotary  do  away 
zuith  excess? 

A.  The  air  from  the  main  reservoir  leaks  under  the 
rotary  seat  directly  into  the  train  line. 

Q.  What  Iiarni  besides  that  of  destroying  excess 
will  result  front  a  leaky  rotary  ? 

A.  We  get  main  reservoir  pressure  on  the  train  line 
and  consequently  in  the  auxiliaries,  and  the  use  of  ninety 
instead  of  seventy  pounds  for  braking  purposes  would 
slide  the  wheels.  After  the  brakes  were  applied  and  the 
valve  was  on  lap,  air  leaking  into  the  train  line  from 
the  main  resen^oir  w^ould  gradually  increase  train-line 
pressure  and  force  triples  to  release  position.  Without 
the  proper  excess  it  would  also  be  hard  to  release  brakes. 

Q,     How  luoiild  yoiL  test  for  a  leaky  rotary? 

A.  Start  the  pump  with  the  valve  handle  on  lap.  If 
the  black  hand  starts,  the  rotary  leaks.  Gasket  61  leak- 
ing would  also  cause  this,  but  this  leak  so  seldom  hap- 
pens, it  may  be  disregarded  in  practice. 

Q,  Give  another  way  of  testing  for  a  leaky 
rotary. 

A.  Put  the  valve  on  lap  and  drain  ever}thing  but  the 
main  reservoir  ;  open  the  angle  cock  at  the  rear  of  the 
tender  and  put  the  hose  in  a  pail  of  water.  If  bubbles 
rise  to  the  surface  the  rotary  is  leaking. 

O.      Which  is  the  better  test  ? 

A.  The  second  is  the  more  delicate  test,  but  the  first 
is  sufficiently  practical  and  is  easier. 


I04  Air-Brake   Catechism. 

Q.  Why  sJiould everything  be  drained  in  makijig 
the  water  test  ? 

A,  Because  with  all  air  taken  from  the  train  line  by 
opening  the  angle  cock  at  the  rear  of  the  tender,  air 
leaking  by  the  packing  ring  48  in  the  piston  47  into  the 
train  line  would  cause  bubbles  to  rise  to  the  surface  of 
the  w^ater.  The  same  thing  would  result  if  air  from  the 
tender  and  driver  brake  auxiliaries  leaked  by  the  triple 
piston-packing  rings.  The  bubbles  would  seem  to  indi- 
cate a  leaky  rotary,  while  it  was  merely  an  improperly 
conducted  test. 

Q.  Why  can  zue  sometimes  get  no  excess  luith  the 
valve  in  mnning  position  when  the  engine  is  alone, 
althongh  the  hands  will  stand  properly  at  ninety 
and  seventy  when  the  engine  is  conpled  to  a  train? 

A.  It  simply  means  that  when  coupled  to  a  train  the 
leaks  on  the  train  compensate  for  the  leak  through  the 
engineer's  valve. 

Q.  What  zuill  canse  a  constant  leak  021 1  of  the 
train-line  exhanst  5/  (Fig.  10),  whet  Iter  the  valve 
is  on  full  release,  running,  or  lap  position  ? 

A.  Dirt  on  the  seat  of  the  valve  at  the  end  of  the 
stem  of  piston  47. 

Q.  What  is  the  trouble  if  this  leak  does  not  exist 
in  fttll  release  or  running  position,  but  begins  as 
soon  as  the  valve  is  placed  on  lap  ? 

A.  A  leakage  of  little  drum  pressure  causes  piston  47 
to  rise. 

Q.      Where  could  this  leak  be? 

A.  In  the  little  drum  itself ;  in  the  pipe  leading  to  it ; 
in  the  pipe  leading  to  the  black  hand  on  the  gauge  ; 
gasket  61  leaking  so  as  to  allow  little  drum  pressure  to 
escape  to  the  atmosphere ;  a  scratch  on  the  rotary  seat 


Peculiarities  and  TRorBLES  of  the  F  6  Valve.  105 

between  the  preliminary  exhaust  port  e  and  the  groove 
h  leading  to  the  atmosphere. 

O.  Why  does  it  leak  on  lap  anel  not  oil  running 
or  full  release  position  ? 

A.  Because  the  leak  is  not  fed  on  lap,  as  all  ports  are 
closed,  but  it  is  in  the  other  two  positions. 

Q.  If  the  tzuo  hands  on  tJie  geiuge  do  not  shozu 
the  same  presstLre  zuhen  the  valve  is  left  in  full  re- 
lease position,  zuhat  is  the  trouble  9 

A.  The  gauge  is  incorrect.  The  main  reservoir  and 
train  line  being  directly  connected  in  this  position  both 
gauge  hands  should  show  the  same  pressure. 

Q.  What  cojtld  be  the  troicble  if  in  running 
position  the  red  hand  showed  severity  and  the  black 
7iinety  pounds  ? 

A.  The  gauge  pipes  have  been  connected  to  the 
wrong  hands. 

Q.  What  shottld  be  done  if  piston  ^7  does  not 
respond  readily  to  reductio7is  and  seems  to  stick  ? 

A.  The  piston  should  be  removed  and  cleaned  ;  but 
never  remove  the  packing  ring  48,  as  it  may  be  sprung 
or  broken. 

Get  the  ring  to  w^ork  free  by  using  kerosene  oil  to 
clean  it. 

Q.  How  would  you  apply  the  brakes  if  the  pre- 
liminaiy  exhaust  port  zuere  closed  and  no  rediution 
could  be  made  in  service  position  ? 

A.  Go  carefully  toward  the  emergency  position.  It 
might  be  done  by  lapping  the  valve  and  unscrewing  the 
nut  a  little  that  connects  the  pipe  leading  to  the  little 
drum  to  the  brake  valve. 


OPERATION  AND   DESCRIPTION   OF  THE  ' 

D   8    \^AIvVK. 


JO  GOVERNOR 

RAIN    PIPE 
PRESSURE 


^127 
Fig.  17. — D  8  Brake  Vai^vk. 

O.      Which  valve  is  most  used,  the  F  6  or  the 

A.     The  V  6,  but  the  D  8  is  also  used  to  quite  an 
extento 


Operation  and  Description  of  the  D  8  Valve.  107 

Q.  How  do  tJie  huo  valves  compare  with  each 
other  in  the  general  principle  of  operation  ? 

A.  They  are  alike  in  principle,  but  the  same  results 
are  reached  by  differently  constructed  valves. 

Q.     Do  they  have  the  same  positions  f 

A.     Yes. 

Q.  Is  there  any  difference  in  the  pipe  co7inec- 
tions  of  the  tzuo  valves? 

A.  Yes,  with  the  F  6  valve  the  pipe  carrying  air  to 
the  pump  governor  is  connected  to  main  reserv^oir  press- 
ure, while  with  the  D  8  valve  it  is  connected  to  the 
train  line.  This  will  be  seen  by  comparing  the  cuts  of 
the  two  valves. 

O.  Explain  the  full  release  position  of  the  D  8 
valve. 

A.  With  the  handle  8  of  the  valve  (Fig.  17)  in  full 
release  position,  the  air  coming  from  the  main  reservoir 
enters  the  engineer's  valve  at  X^  passes  on  top  of  the 
rotary,  through  port  a  of  the  rotary  13,  port  h  of  the 
rotar}^  seat  and  into  cavity  c  of  the  rotary,  thence  through 
port  I  and  into  the  train  line  at  Y. 

Port  g  in  the  rotary  seat  (Fig.  19)  leads  to  chamber  D 
and  is  exposed  to  cavity  c  of  the  rotary  in  this  position 
of  the  valve  so  that  air  passing  from  the  main  reservoir 
into  the  train  line  through  cavity  c  is  also  free  to  go  to 
the  little  drum  through  port  g. 

In  this  position  Fig.  18  shows  port  ^  open  to  port  6, 
and  main  reservoir  pressure  passes  directly  to  the  little 
drum  through  these  ports. 

O.  Hoiv  many  ports  lead  to  the  little  driim  in 
ficll  release  ? 

A.     Two  ;  the  same  as  with  the  F  6  valve. 


To8  Air-Brake    Catechism. 

Q.      Hoiu  many  to  the  train  line  / 

A.     One  large  one,  as  with  the  F  6  valve. 

Q.  In  fnll  release  the  main  reservoir,  train 
line,  and  little  clriLnt  are  conneetcd.  How  mnch 
pressure  will  we  get  on  each  if  the  pitmp  is  started 
with  the  valve  iji  this  position? 

A.     Seventy  pounds. 

Q.      Why  seventy  ? 

A.  Because  with  this  valve,  the  train-line  pressure 
governs  the  pump,  and  the  train  line  usually  carries 
seventy  pounds. 

Q.  Do  we  still  have  a  connection  betzveen  the 
main  reservoir  and  trai7t  line  when  the  handle  is 
moved  to  running  position  ? 

A.     No,  not  a  direct  connection  as  in  full  release. 

Q.     Do  we  have  a  connection  betzueen  the  train 
line  and  little  drum  ? 
A.     Yes. 
Q.     Explain  the  rnnning position  of  this  valve. 

A.  In  this  position  port  ]  (Fig.  i8)  is  moved  around 
directly  over  port  /  in  the  rotary  seat.  The  main 
reserv^oir  pressure  coming  from  the  top  of  the  rotary 
feeds  through  ports  j  and  /  and  strikes  the  valve  21, 
which  is  held  to  its  seat  by  the  excess  pressure  spring 
20.  This  spring  has  a  tension  of  twenty  pounds  so  that 
when  the  main  reservoir  pressure  is  twenty  pounds 
greater  than  that  back  of  the  valve,  or  train-line  pressure, 
the  valve  is  forced  from  its  seat  and  the  air  coming  from 
the  main  reserv^oir  passes  through  port/  (Fig.  19)  into  port 
I  and  into  the  train  line  at  Y.  At  tlue  same  time  it  feeds 
into  the  train  line  through  port  /,  it  feeds  up  under 
the  rotary  into  cavity  c  which,  as  in  full  release,  is  ex- 
posed to  port  /.     Port  g  in  the  rotary  seat  (Fig.  19)  is  still 


Op]eRATiox  AND  Description  of  the  D  8  Valve.  109 

exposed  to  cavity  r,  and  as  air  passes  into  the  train  line 
it  also  passes  up  into  cavity  c  and  through  port  g  (See 
Figs.  17  and  19)  into  cavity  D,  or  the  little  drum. 

O.  JVi't/i  this  valve  in  riLuning  position,  how 
mncJi  prcssiLve  do  we  get  on  the  main  reservoir  and 
train  line  ? 

A.  Ninety  pounds  on  the  main  reservoir  and  seventy 
on  the  train  line. 

O.  What  stops  the  picmp  ivhcn  we  have  the 
ninety  and  severity  pounds  ? 

x\.  The  pump  governor,  which  is  actuated  by  train- 
line  pressure.    (See  16,  Fig.  17.) 

Q,  What  gives  ns  the  excess  pressure  of  tzuenty 
pounds  in  the  main  reservoir  ? 

A.     The  excess  pressure  spring  20. 

Q.     Moving  the  valve  to  lap,  what  is  done? 

A.     All  ports  are  blanked. 

Q.  What  shuts  the  little  drnm  off  from  the 
train-line pressiLre  on  lap? 

A.  A  lug  on  the  inside  of  the  rotary  rim  covers  port 
(J  (Fig.  19)  in  this  position. 

Q.  Where  is  air  draivn  from  in  service  posi- 
tion ? 

A.     From  cavity  D,  or  the  little  drum. 

O.      Explain  this  posit io'n. 

A.  In  this  position,  the  slot  p  on  the  under  side  of 
the  rotary  (Fig.  20)  connects  port  f ,  which  leads  through 
the  rotary  seat  to  the  little  drum,  with  port  h  in  the 
rotary  seat  (Figs.  18  and  19)  leading  to  the  atmosphere. 


PRELIMINARY 
EXHAUST  PORT 


P^ 


JST  PORT-j        '   X        jj 


Y 


Fig.  i8.— D  8  Brake  Vai^ve. 


Operation  and  Description  of  the  D  8  Valve,  hi 


TO  GUAGE 

RESERVOIR 
PRESSURE 


0    f  TO  Quag E 

TRAIN    PIPE   PHEBSURE 


Fig.  19.— D  8  Brake  VaIvVE. 


Q.      Hoiu  docs  the  reduction  of  little  drum  prcss- 
2tre  affect  the  equalizing  piston  ij  / 

A.     The  same  as  with  the  F  6  valve. 


112 


Air-Brake  Catechism. 


Q,     Is  there  any  difference  between  the  emergency 
position  of  this  and  the  F  6  valve  ? 
A.     No. 

O.  What  is  the  object  of  the  small  slot  in  the 
rotary  seat  {Fig  ig)  leading  from  port  e,  which 
leads  to  cavity  D,  towards  port  f  ? 

A.  This  port  comes  into  use  when  moving  the  rotary 
into  full  release  position.     It  is  to  allow  main  reservoir 


Fig.  20.— Showing  Bottom  Side  of  Rotary  of  D  8  Vai.vf. 

pressure  to  reach  cavity  D  on  top  of  the  equalizing  pis- 
ton through  port  J  a  trifle  sooner  than  it  reaches  the 
train-line  pressure  underneath  the  piston  17.  Just  as 
soon  as  the  rotary  is  moved  past  running  position  toward 
full  release,  port  j  in  the  rotary  is  connected  with  the 
slot  in  the  rotary  seat  leading  to  port  e,  thus  allowing 
main  reservoir  pressure  to  reach  the  top  of  piston  17  a 
trifle  sooner  than  it  reaches  the  train-line  pressure 
underneath  the  piston. 


JU-U9    UJ 


Fi».2 


Plate    B. 

THE  NINE  AND  ONE-HALF  INCH  IiIPR(  )VED  AIR  PUMP 


^*iN  VM.vg  Buen.N^ 


e,  rts._. 


90  91  92 


w 


ri».i 


Operation  and  Description  of  the  D  8  Valve.  113 

Q.  What  zuould  Jiappcn  if  tJic  air  from  the 
main  reservoir  reached  the  under  side  of  the  piston 
I J  {Fig.  18)  first  ? 

A.  The  piston  would  be  forced  from  its  seat,  espe- 
cially on  a  short  train,  and  there  would  be  an  unneces- 
sary waste  of  air  before  the  piston  would  seat. 


PECULIARITIES  AND  TROUBLES   OF  THE 
D   8   VALVE. 

Q.  Why  is  the  equalizing  piston  ly  raised  nearly 
every  time  the  handle  is  throiun  to  fnll  release,  on 
an  engine  alone,  luhile  if  the  engine  is  conpled  to  a 
train  of  four  or  more  cars  this  does  not  Jiappen  ? 

A.  In  full  release  two  small  ports  charge  the  little 
drum  and  one  large  one  charges  the  train  line.  On  an 
engine  alone  the  volume  of  air  in  the  train  line  and  the 
little  drum  are  so  nearly  equal  that  charging  the  train 
line  so  much  faster  through  a  large  port  than  the  little 
drum  is  charged  through  two  small  ones  makes  the  press- 
ure greater  underneath  piston  17  than  that  above  it. 
The  piston  is  consequently  forced  from  its  seat  and 
enough  train- line  pressure  is  lost  through  the  train-line 
exhaust  to  allow  little  drum  pressure  to  force  piston  17 
to  its  seat. 

Q.     Docs  this  happen  with  both  valves  ? 
A.     Yes. 

Q,  Why  does  this  not  happen  when  the  engine 
is  coupled  to  some  air  cars  ? 

A.  Because  in  this  case  the  large  port  used  to  charge 
the  train  line  in  full  release  has  a  large  space  to  supply 
with  air,  and  the  little  drum  is  charged  faster  than  the 
train  line. 

Q,  Which  hand  should  start  first  if  the  pu7np 
is  started  ivith  the  valve  in  fill  release  position  ? 


Peculiartties  and  Troubles  of  the  D  3  Valve.  115 

A.  They  should  start  together  and  stop  at  seventy 
pounds. 

Q.  Which  Jiand  shoicld  start  first  in  riLuning 
position  ? 

A.  The  red  should  go  up  twenty  pounds  before  the 
black  hand  moves.  They  should  then  proceed  twenty 
pounds  apart  and  stop  Avhen  ninety  pounds  is  registered 
by  the  red  hand  and  seventy  by  the  black. 

Q.  What  is  the  trouble  if  both  hands  start  and 
remain  together  with  the  valve  in  running  position  ? 

A.  The  rotary  leaks  or  there  is  dirt  on  the  excess 
pressure  valve  21  (Fig.  18). 

O.      How  do  we  tell  zuhicJi  it  is  ? 

A.  Try  the  rotary  on  lap  as  described  with  the  F  6 
valve,  to  see  if  it  leaks.  If  it  is  tight  the  trouble  is  with 
the  excess  pressure  valve.  The  trouble  will  be  found 
to  be  dirt  on  the  seat  of  the  excess  pressure  valve  nine- 
teen times  out  of  twenty. 

Q,  Hozu  can  you  remove  the  excess  pressure  valve 
when  everything  is  cJiarged? 

A.  Turn  the  cut-out  cock  under  the  engineer's  valve, 
place  the  rotary  on  service  position  and  remove  the  cap 
nut  19. 

Q.  After  we  remove  the  excess  pressiire  valve, 
clean  it  and  the  cha?nber  in  which  it  zuorks,  what 
should  be  done  ? 

A.  The  rotary  should  be  placed  in  running  position 
to  blow  out  any  loose  dirt  or  scale  before  replacing  the 
valve. 

O.      What  causes  this  gum  to  collect  here? 
A.     The  too  free  use  of  oil  or  a  poor  kind  oil  the  air 
end  of  the  pump. 


ii6  Air-Brake  Catechism. 

Q.  If  the  red  haiici  stands  at  eighty  and  the 
black  hand  at  seventy  when  the  pump  stops  and.  the 
1'otary  is  in  rnnning position,  what  is  lurong? 

A.     The  excess  pressure  spring  20  (Fig.  18)  is  weak. 

Q.  What  if  the  i^ed  stands  at  one  Jinndi^ed  and 
the  black  at  seventy  ? 

A.     The  excess  pressure  spring  is  too  stiff. 

Q.  What  if  the  red  stands  at  eighty  and  the 
black  at  sixty,  or  the  red  at  one  Jiundred  arid  the 
black  at  eighty  f 

A.     The  pump  governor  needs  adjusting. 

Q.  What  is  the  trouble  if  no  air  luill pass  into 
the  train  line  with  the  valve  in  running  position  ? 

A.     The  excess  pressure  valve  is  stuck  to  its  seat. 

Q.      What  has  to  be  done  ? 

A.  The  handle  of  the  valve  has  to  be  run  in  full  re- 
lease until  the  excess  pressure  valve  chamber  can  be 
cleaned. 

Q.  Hoiu  ni2ich  pressure  will  we  get  on  the  main 
reservoir  and  hoiu  much  on  the  train  line  if  the 
pump  is  started  with  the  valve  on  lap  ? 

A.  No  pressure  in  the  train  line,  and  boiler  pressure 
in  the  main  reservoir. 

O.      Why  boilei^ pressure  in  the  main  reservoir  ? 

A.  Because  the  pump  continues  to  work  as  long  as 
the  steam  is  strong  enough  to  compress  the  air  higher, 
there  being  no  air  in  the  train  line  to  work  the  governor 
and  stop  the  pump. 

Q.  Does  the  main  reservoir  pressure  run  tip 
this  way  when  the  brakes  are  applied  and  the  valve 
is  on  lap  ? 

A.     Yes. 


Peculiarities  and  Troubles  oe  the  D  8  Valve.  117 

Q.     Hozu  ?s  this  overcome? 

A.  The  engineer  watches  the  gauge  and  partially 
closes  the  pump  throttle,  or,  on  some  roads,  two  governors 
are  used,  one  connected  to  the  main  reservoir  pressure 
and  the  other,  as  in  the  cut  (Fig.  19),  wath  the  train  line. 

O.  What  is  likely  to  happen  if  this  high  press- 
tire  pets  into  the  train  line  ? 

A.     The  wheels  are  likely  to  be  slid  and  the  hose  burst. 

Q.  If  the  rotary  or  excess  pressiLre  valves  leak 
with  the  D  8  valve,  hozu  will  the  p2inip  zuork  ? 

A.  After  stopping,  the  pump  will  not  start  working 
again  until  both  train-line  and  main  reservoir  pressures 
have  leaked  below  seventy  pounds  or  that  at  which  the 
governor  is  set. 

Q.  Why  is  it  that  zuith  the  valve  inidzvay  be- 
tween the  service  and  full  emergency  positions  the 
black  hand  shows  main  reservoir  pressure,  zuhen  we 
knozu  by  the  position  of  the  valve  that  there  is  no  air 
in  the  train,  line  ? 

A.  This  is  a  peculiarity  of  the  valve.  In  this  posi- 
tion port  j  of  the  rotary  stands  over  port  rj  of  the  rotar>' 
seat  that  leads  to  the  little  drum.  In  this  case  the  press- 
ure represented  is  what  is  in  the  little  drum  but  not  in 
the  train  line,  as  the  train  line  is  connected  to  the  at- 
mosphere by  a  large  port. 

Q.  Are  the  troubles  zuith  the  equalizing pistoji 
described  in  the  explanation  of  the  F  6  valve  ap- 
plicable to  the  equalizing  piston  of  the  D  8  valve  ? 

A.     Yes. 


A   COxMPARISON   OF   THE   F   6   AND    D   8 
BRAKE   VALVES. 

Q.  How  iiuLch  prcssttre  do  zuc  get  in  the  main 
reservoir,  train  line  and  little  drum  luith  the  F  6 
and  D  8  brake  valves,  if  the  pnmp  is  started  with 
the  valves  in  fnll  release  and  left  there  luitil  it 
stops  ? 

A.  Ninety  pounds  in  each  with  tlie  F  6  valve,  and 
seventy  in  each  with  the  D  8  valve. 

Q.  Hozu  do  the  hands  on  the  gauge  go  2ip  zuith 
the  F  6  and  D  8  valves,  if  the  pumps  are  started 
zuith  the  valves  in  running  position  ? 

A.  With  the  F  6  valve  both  hands  go  together  to 
seventy  pounds,  when  the  black  hand  stops,  and  the 
red  hand  continues  until  ninety  pounds  is  reached  in  the 
main  reservoir. 

With  the  D  8  valve  the  red  hand  goes  up  twenty 
pounds  before  the  black  moves.  They  continue  to  rise 
twenty  pounds  apart  and  stop  with  ninety  on  the  red 
and  seventy  pounds  on  the  black  hand. 

Q.  Why  is  a  leak  on  the  train  line  7nore  likely 
to  creep  the  brakes  07t  zuith  the  D  8  than  with  the 
F  6  valve,  zuith  the  valves  in  running  position  ? 

A.  Because  in  this  position  air  will  feed  into  the 
train  line  if  the  pressure  there  is  less  than  seventy 
pounds  with  the  F  6  valve,  while  with  the  D  8  no  air 
will    feed    into  the  train   line  unless   there   is   twenty 


A  Comparison  of  the  F  6  and  D  8  Brake  Valves.  119 

pounds  more  pressure  in  the  main  reservoir  than  in  the 
train  line. 

Q.  What  is  the  difference  betiueen  the  tzuo  valves 
in  the  stopping  of  the  pump  ? 

A.  With  the  F  6  valve,  the  pump  stops  when  the 
desired  pressure  is  compressed  into  the  main  reserv^oir, 
regardless  of  the  pressure  in  the  train  line,  while  with 
the  D  8  valve  it  is  exactly  the  reverse. 

Q.  Hocl'  mucJi  pressure  zuill  ive  get  on  the  main 
resej^voir  and  train  line  luith  these  valves,  if  the 
pitmp  is  started  zuith  the  valves  on  lap  ? 

A.  Ninety  pounds  on  the  main  reser\'oir  and  nothing 
on  the  train  line  with  the  F  6  valve  ;  boiler  pressure  on 
the  main  reser\^oir  and  nothing  on  the  train  line  with 
the  D  8  valve. 


WESTINGHOUSB  PUMPS. 

Q.      What  tJiree  sizes  of  pjtiups  are  there? 

A.  The  6,8,  and  gj-incli  pumps. 

O.  Is  the  6-incJi  piiinp  still  in  21s e  ? 

A.  Yes,  but  very  few  are  ever  seen. 

Q,  What  is  the  7ise  of  the p7nnp  in  the  air-brake 
system  ? 

A.  To  compress  the  air  used  in  applying  and  re- 
leasing the  brakes. 

Q.  Which  pump  is  gradually  becoming  the 
standard,  and  why  ? 

A.  The  9|-inch  pump,  because  the  number  of  air 
cars  now  used  in  trains  requires  a  pump  of  greater 
capacity  to  insure  recharging  the  train  more  quickly  in 
descending  grades. 

Q.  How  is  dry  steam  obtained  for  the  pump  f 
A.  A  pipe  is  screwed  into  the  dome  near  its  top  and 
a  pump  throttle  conveniently  located  in  the  pipe,  or  a 
dry  pipe  is  run  from  the  top  of  the  dome  back  through 
the  boiler  and  coupled  to  a  pump  throttle  screwed  into 
the  top  of  the  boiler  inside  of  the  cab. 

Q.  JVhat  would  happen  if  this  dry  pipe  leaked 
inside  the  boiler  ? 

A.  Water  would  work  into  the  pump  and  w^ash  out 
the  oil,  causing  the  pump  to  groan  and  cut. 


9i-lNCH  Pump.  121 

Q.  What  is  placed  between  the  pump  tJirottle 
and  the  pump  ? 

A.     The  lubricator  and  pump  governor. 

O.     Hozu  are  they  located? 

A.  The  pump  governor  next  to  the  pump,  and  the 
lubricator  between  the  governor  and  pump  throttle. 

Q.  What  would  Jiappen  if  the  lubricator  were 
placed  next  the  pump  ? 

A.  When  the  pump  governor  shut  oflf  the  steam, 
with  the  lubricator  ordinarily  used,  the  steam  between 
the  lubricator  and  pump  governor  condensing  would 
form  a  vacuum  that  would  draw  all  the  oil  from  the 
lubricator,  and  there  would  be  a  great  waste  of  oil. 

Q.  What  is  the  capacity  of  a  gy^-inch  pump  in 
good  condition  ? 

A.  With  one  hundred  and  forty  pounds  of  steam 
pressure,  a  9J-inch  pump  will  compress  air  from  zero 
to  seventy  pounds  in  thirty-eight  seconds  in  a  reservoir 
26^  X  34  inches,  and  from  twenty  to  seventy  pounds  in 
twenty-seven  seconds. 

Q.  What  is  the  capacity  of  an  8-inch  pump  in 
good  condition  ? 

A.  With  one  hundred  and  forty  pounds  of  steam 
pressure,  the  8-inch  pump  will  compress  air  from  zero 
to  seventy  pounds  in  a  main  reserv^oir  26 J  x  34  inches 
long  (outside  measurement)  in  sixty-eight  seconds,  and 
from  twenty  to  seventy  pounds  in  fifty  seconds.  The 
reservoir  contains  about  8 J  cubic  feet. 

9  J- Inch  Pump. 

O.  What  is  the  office  of  the  parts  in  the  top 
head  of  the  gY^-incJi  pump  {Plate  B)  ? 


122  Air-Be AKE   Catecijism. 

A.  They  with  the  reversing  rod  71  form  the  valve 
motion  of  the  pump. 

a      JV/^a^  ?'s  Fig.  3  {Plate  E)  ? 

A.  It  is  a  cnt  of  the  bushing  inside  of  which  the 
slide  valve  83  moves  when  actuated  by  the  movement  of 
the  pistons  ']']  and  79,  because  fastened  to  their  connect- 
ing stem. 

O.      What  are  ports  b,  d,  and  c'  {Fi'g,  j,  Plate  B)  ? 

A.  They  correspond  exactly  to  the  ports  in  the  valve 
seat  of  a  locomotive. 

In  Fig.  I  (Plate  B)  we  see  that  h  leads  to  the  bottom  of 
the  steam  cylinder,  c'  to  the  top,  and  d  leads  to  the 
exhaust  pipe  at  Y . 

O.      Ofzuhat  use  is  port  t  {Fig.  j,  Plate  B)  ? 

A.  It  is  a  port  by  mxCans  of  which  chamber  E  at  the 
left  of  the  small  piston  79  is  connected  w^ith  the  atmos- 
phere through  port  (/. 

Q.  If  this  port  zoere  not  there,  would  the  pnmp 
reverse  ? 

A.  No ;  when  the  main  valve  pistons  77  and  79 
moved  to  the  left,  the  air  in  chamber  E  would  be  com- 
pressed, forming  a  back  pressure,  which  would  stop  the 
movement  of  the  pistons. 

Q.  Explain  t lie  passage  of  steam  after  it  enters 
the  p7inip  at  X  and  its  effeet. 

A.  Steam  coming  from  the  boiler  through  the  pump 
governor  enters  the  pump  at  X,  thence  passes  through 
ports  a,  a'  and  qC  (Figs,  i  and  2,  Plate  B),  into 
chamber  A  between  the  main  valve  pistons.  The  area 
of  piston  ^1^  being  so  much  greater  than  that  of  79,  the 
steam  moves  these  pistons  to  the  right,  carrying  the  slide 
valve  83  (Figs,  i  and  2)  with  them  to  the  position  shown 


9 2 -Inch  Pump.  123 

in  Fig.    I.     Steam  in  chamber  A  is  now  free  to  pass 
through  ports  6,  h^  and  h"  underneath  the  main  piston  65. 

Q.  What  zuoiiid  become  of  any  steam  above 
piston  6^? 

A.  Any  steam  above  this  piston  is  free  to  pass  to  the 
atmosphere  through  ports  c,  c',  the  exhaust  cavity  B  of 
the  slide  valve,  c?,  d' ,  cf,  and  through  the  exhaust  pipe 
from  Y. 

O.     Hoiu  is  tJie  pttmp  revei^sed? 

A.  The  main  piston  65  is  now  being  forced  up  by 
the  steam  pressure,  and  just  before  it  reaches  the  top  of 
its  stroke  the  reversing  plate  69  strikes  the  lug  /  on  the 
reversing  rod  71,  lifting  the  rod.  iVs  this  rod  is  lifted 
the  reversing  slide  valve  72  (Fig.  2)  is  carried  up  with  it, 
and  the  pump  is  reversed. 

Q.  What  is  the  duty  of  the  reve^^sing  slide  valve 
J 2  XFig,  2)? 

A.  The  duty  of  this  valve  is  to  admit  and  "exhaust 
steam  from  chamber  I)  (Fig.  i)  between  the  piston  ']^ 
and  head  84,  and,  as  now  shown,  it  exhausts  steam  from 
cavity  D  through  ports  li  and  li'  (Figs.  3  and  2),  port  // 
of  the  reversing  slide  valve,  and  through  ports/,  /,  f/, 
d\  d%  and  out  at  Y. 

Q.  Hozu  does  raising  the  revei^sing  slide  valve 
reve7^se  the  motion  of  the  pnmp  ? 

A.  As  the  reversing  valve  is  lifted  by  the  rod  71, 
port  g  in  the  bushing  (Figs.  2  and  3)  is  exposed  to  the 
steami  pressure  which  is  alwa}s  in  chamber  C,  which  is 
in  constant  communication  with  chamber  A  by  means  of 
ports  e  and  e'  (Fig.   2). 

When  valve  72  is  raised,  steam  passes  through  port  g 
(Figs.  2  and  3)  into  cavity  I).  We  now  have  equal 
steam  pressure  on  both  sides  of  piston  ']^^  and  it  is 
balanced  ;   but  the  pressure  acting  on  the  right  of  piston 


124  x\iR- Brake   Catechism. 

79  moves  the  pistons  and  the  slide  valve  to  the  left, 
connecting  the  steam  pressure  in  chamber  A  with  the 
top  of  piston  65  through  ports  c'  and  c,  and  the  under 
side  of  piston  65  is  connected  with  the  atmosphere 
through  ports  b',  b\  h,  cavity  B  of  the  slide  valve  83,  f/, 
d\  d%  and  out  at  Y. 

Q.  The  piston  6^  is  now  on  its  dozun  stroke ; 
what  brings  the  stroke  to  the  point  from  which  we 
started  ? 

A .  The  reversing  plate  69  strikes  the  button  at  the 
bottom  of  the  reversing  rod  71  and  pulls  the  reversing 
slide  valve  72  down  to  its  position  as  shown  in  Fig.  2. 
We  have  now  completed  one  entire  stroke  of  the  pump. 

Q.      Which  are  the  receiving  valves  ? 

A.  Those  marked  86  at  the  left  of  Fig.  i. 

Q.      JVhich  are  the  discharge  valves? 

A.  Those  marked  86  at  the  right  of  the  pump. 

Q.  Describe  the  action  of  tJie  air  end  of  the 
pump. 

A.  As  piston  66  is  raised,  the  air  above  the  piston  is 
compressed  and  a  vacuum  would  be  formed  underneath 
if  air  from  the  atmosphere  did  not  enter  through  the 
low^er  receiving  valve  86. 

The  ports  are  so  arranged  that  the  pressure  above  the 
piston  will  strike  the  receiving  valve  from  above,  forcing 
it  to  its  seat,  and  the  discharge  valve  underneath,  forcing 
it  from  its  seat,  allowing  the  compressed  air  to  pass  down 
and  out  into  the  main  reservoir  at  Z. 

The  suction  underneath  the  piston  allows  atmospheric 
pressure  entering  at  W  to  force  the  lower  receiving  valve 
from  its  seat  and  fill  the  cylinder  underneath  the  piston 
with  air.  The  lower  discharge  valve  86  is  held  to  its 
seat  by  main  reservoir  pressure.     When  the  pump  is 


9|-IxcH  Pump — Peculiarities,  Troubles,  Care.  125 

reversed,  the  opposite  valves   from  those  just  described 
are  aflfected  in  the  same  way. 

O.  Of  zuhat  iLse  is  the  port  in  the  cap  y^  (J^^g- 
2,  Plate  B)  ZL^hich  leads  to  the  top  of  the  stem  ji  ? 

A.  This  port  is  connected  with  the  top  end  of  the 
steam  cylinder.  Were  it  not  for  this  port  there  would 
be  a  back  pressure  on  top  of  stem  71  which  would  not 
allow  the  reversing  slide  valve  to  be  raised  to  reverse  the 
pump.  This  port  is  connected  with  the  atmosphere 
through  the  top  end  of  the  steam  cylinder,  as  shown  in 
Fig.  2 ,  each  time  this  end  of  the  cylinder  is  connected 
with  the  atmosphere. 


9J-IXCH  Pump — Peculiarities,  Troubles,  Care. 

Q.      IVhat  slwiild  be  done  in  packing  the  pnmp  ? 

A.  It  should  be  packed  loosely  and  the  gland  nuts 
96  screwed  up  only  sufficient  to  prevent  a  blow.  Do 
not  use  a  wrench  if  no  blow  exists  when  the  gland  is 
screwed  up  by  hand. 

Q.  Shonld  asbestos  or  anythijig  containing  ninch 
rubber  be  nsed  in  packing  a  pump  ? 

A.  No  ;  asbestos  hardens  and  is  hard  to  remove,  and 
rubber  is  likely  to  wear  the  stem  too  much. 

Q.  How  often  shonld  the  air  end  of  the  pump  be 
oiled? 

A.  If  a  pump  groans  occasionally,  it  should  be 
oiled  just  often  enough  so  that  no  groan  will  occur.  If 
a  pump  never  groans,  it  is  not  necessary-  to  oil  it  more 
than  once  a  month. 

Q.     Some  pnmps    have   been    rnn    without   ever 


126  Air-Brake   Catechism. 

oiling  the  air  end;  how  did  the  loiuer  cylindc}^  7'eceive 
its  htbrication  ? 

A.  From  the  swab  which  should  always  be  placed  on 
the  piston  -^od,  and  from  the  oily  condensation  that 
follows  down  the  rod. 

O.  What  kind  of  oil  should  be  nsed  in  the  air 
end  of  the  pitnip  ? 

A.  A  good  quality  of  West  Virginia  oil  gives  the 
best  results.  If  other  oils  are  used,  it  must  be  those 
that  do  not  gum. 

O.  What  care  sJioitld  be  taken  in  startino^  a 
pnnip  ? 

A.  It  should  be  started  slowly  so  as  to  get  a  pressure 
of  twenty  or  thirty  pounds  for  the  air  piston  to  cushion 
upon,  and  the  condensed  steam  should  be  gotten  rid  of 
before  the  pump  attains  any  speed.  Get  the  lubricator 
at  work  as  soon  as  the  pump  is  started. 

Q.  Does  any  harm  result  from  oiling  the  air 
end  of  the  pnmp  througJi  the  suction  ? 

A.  Yes  ;  the  suction  holes  are  stopped  up,  the  air 
valves  gummed,  and  a  generally  dirty  and  ineffective 
pump  results. 

Q.      What  trouble  will  cause  the  pump  to  blozu  ? 

A.  Packing  rings  in  the  main  steam  and  reversing 
pistons  leaking,  slide  valve  83,  or  a  leaky  reversing 
slide  valve  72  are  the  main  troubles. 

Q.      What  will  cause  a  pump  to  pound  ? 

A.  It  will  pound  if  it  is  not  fastened  firmly,  if  the 
air  valves  are  stuck,  or  if  there  is  too  great  a  lift  of  air 
valves.  Sometimes  it  will  pound  if  the  reversing  plate  is 
worn  too  much  to  reverse  the  pump  quickly  enough,  or 
if  the  nuts  on  the  pistons  are  loose. 


9J-InchPump — Peculiarities,  Troubles,  Care.  127 

Q.  What  would  be  the  effect  if  the  top  discharge 
valve  were  stuck  open  ? 

A.  Main  reservoir  pressure  would  always  be  on  top 
of  the  air  piston  ;  this  would  cause  a  slow  up-stroke  and 
a  quick  down-stroke  of  the  pump.  No  air  would  be 
drawn  into  the  pump  on  the  down-stroke.  If  the  oil 
cock  were  opened  on  the  pump,  there  would  be  a  constant 
blow  at  that  point  as  long  as  there  was  any  pressure  in 
the  main  reservoir,  and  no  oil  could  be  put  into  the  air 
cylinder,  as  it  would  be  blown  out  by  the  escaping  air. 

Q.  What  would  be  the  effect  if  the  bottom  dis- 
charge valve  were  stiick  operi  ? 

A.  The  same  effect  as  above  described,  only  on  the 
opposite  stroke  of  the  pump.  In  this  case  the  oil  cock 
would  not  tell  us  anything. 

Q.  What  would  be  the  effect  if  the  top  discharge 
valve  were  stuck  shut  ? 

A.  The  pump  would  have  a  slow  up-stroke,  and 
unless  the  valve  were  forced  from  its  seat,  would  stop  or 
go  slow  enough  to  allow  the  pressure  above  the  air 
piston  to  leak  by  the  packing  rings  when  the  air  press- 
ure above  the  piston  became  as  high  as  the  steam 
pressure. 

Q,  What  would  be  the  effect  if  the  bottom  dis- 
charge valve  were  stuck  shut  ? 

A.  The  same  effect  as  just  described,  but  on  the 
opposite  stroke. 

Q.  What  effect  woitld  follozv  if  the  top  receiv- 
ing valve  zvere  stitck  open  ? 

A.  Air  would  be  drawn  into  the  pump  on  the  down- 
stroke  and  blown  back  to  the  atmosphere  on  the  up- 
stroke.    By    placing    the    hand    on    the   air  inlet  and 


128  Air-Brake  Catechism. 

watching  the  piston  this  trouble  may  be  easily  located. 
The  pump  would  have  a  tendency  to  work  faster  on 
the  up-stroke. 

Q.  What  effect  would  follozv  if  the  bottom 
i^eceiving  valve  were  stuck  open  ? 

A.  The  same  as  just  described,  but  on  the  opposite 
stroke. 

Q.  What  would  be  the  effect  wo^e  tJie  top  re- 
ceiving valve  stuck  shut  ? 

A.  No  air  would  be  drawn  into  the  pump  on  its 
down-stroke,  and  a  partial  vacuum  being  formed  above 
the  piston  w^ould  cause  the  pump  to  have  a  slower 
down-stroke,  as  the  vacuum  would  be  working  against 
the  steam,  and  a  faster  up-stroke,  as  the  vacuum  would 
be  working  with  the  steam. 

Q.  What  would  be  the  effect  if  the  bottom 
receiving  valve  were  stuck  to  its  seat  ? 

A.  The  same  as  with  the  top  receiving  valve  stuck 
shut,  but  on  the  opposite  stroke. 

Q.     Hozu  may  a  stuck  valve  iisually  be  loosened  f 
A.     By  tapping  the  valve  cage  lightly. 

Q.  Hozu  will  a  pump  work  zuith  dirt  on  the 
seat  of  a  discharge  valve  ? 

A.  The  same  as  with  a  stuck  receiving  valve.  The 
dirt  on  the  valve  allows  main  reservoir  pressure  to  feed 
back  into  the  pump  and  aid  the  steam  on  half  the  stroke, 
causing  one  stroke  to  be  quick,  and  work  against  the 
steam  on  the  other  stroke,  causing  the  pump  to  work 
slow. 

O.  Hozu  c 071  Id  we  tell  that  a  receiving  valve 
zuas  stuck  shut,  or  a  discharge  valve  open,  besides  by 
the  erratic  action  of  the  p7tmp  ? 


9i-lNCHPuMP — Peculiarities,  Troubles,  Care.  129 

A.  The  hand  placed  on  the  strainer  would  feel  no 
air  drawn  in  on  one-half  of  the  stroke. 

Q.  How  can  zue  tell  if  the  top  receiving  valve 
has  a-  poor  seat  ? 

A.  Open  the  cock  98  (Fig.  i,  Plate  B)  and  air  will 
issue  thence  constantly  if  the  dirt  on  the  seat  of  the 
valve  allows  main  reservoir  pressure  to  feed  back  into 
the  cylinder. 

Q.  What  caused  some  of  the  first  gy^-inch 
pumps  to  stop  ? 

A.  The  port  g  (Fig.  3,  Plate  B)  did  not  extend  quite 
far  enough,  and  the  wear  of  piston  ']^  (Fig.  i,  Plate  B) 
would  sometimes  allow  it  to  travel  far  enough  to  close 
port  g  entirely,  and  the  pump  could  not  be  reversed. 

Q.  Hoiu  may  a  pump  often  be  started  if  it 
stops  f 

A.     By  jarring  lightly  on  the  top  head. 

Q.  At  luJiat  speed  are  good  results  obtained 
from  a  pump  ? 

A.  At  about  forty-five  or  fifty  strokes  a  minute  on  a 
level,  but  in  handling  air  trains  on  a  grade  this  speed 
should  be  increased. 

Q,      Why  is  it  best  not  to  run  a  pump   too  slow  ? 

A.  A  pump  running  too  slow  will  allow  the  air  that 
is  being  compressed  to  leak  by  the  packing  rings  67 
(Fig.  2,  Plate  B),  and  air  will  not  be  drawn  in  at  the 
other  end  of  the  cylinder  as  it  should. 

With  sixty  strokes  to  the  minute,  a  pump  will  make 
more  air  than  with  the  same  number  of  strokes  spread 
over  three  minutes.  In  the  latter  case  the  compressed 
air  has  too  much  time  to  leak  by  the  air  piston-packing 
rings. 


130  Air-Brake  Catechism. 

Q.  How  can  we  tell  if  the  packing  rings  in  a 
pump  are  loose  ? 

A.  Have  the  pump  working  at  fair  speed  and  put 
the  liand  on  the  air  inlet  to  see  if  the  air  is  drawn  in  full 
stroke.  Try  this  on  both  strokes,  and  if  air  is  drawn  in 
only  during  a  part  of  each  stroke,  the  rings  are  loose. 

Q.  What  lift  shoitld  the  receiving  and  discharge 
valves  have  ? 

A.     3^^  of  an  inch. 

Q.      What  will  canse  a  pinnp  to  Jicat? 

A.  Too  small  lift  of  air  valves,  racing  a  pump,  loose 
air  piston-packing  rings,  using  a  small  main  reservoir 
on  long  trains,  packing  the  piston  rod  too  tight,  or 
using  so  much  oil  on  the  air  end  of  the  pump  that  the 
pipe  leading  from  the  pump  to  the  main  reservoir  is 
partly  closed  by  the  oil  being  baked  to  it.  The  pipe 
gradually  becomes  so  small,  that  the  friction  caused  by 
the  air  being  forced  through  it  causes  the  air  to  heat. 
This  heat  spreads  to  the  pump. 

O.      What  should  be  done  to  cool  a  hot  pump  f 
A.     Ease  up  on  the  speed  if  running  fast,  remove  cap 
70,  and  pour  a  small  amount  of  good  oil  into  the  pump. 

Q.  If  the  packing  burns  out  of  a  piiinp,  can  it 
still  compress  air  ? 

A.  Yes  ;  the  lower  half  of  the  air  c^dinder  wdll  not 
be  affected. 

Q.     Does  compressing  air  cause  it  to  heat  ? 

A.  Yes;  the  higher  the  pressure  the  greater  the 
degree  of  heat,  because  of  the  friction  due  to  forcing  the 
air  particles  closer  together. 

O.  What  is  likely  to  be  the  trouble  if  a  pump 
dances  f 


9J-INCH  Pump — Peculiarities,  Troubles,  Care.  131 

A.  A  leak  on  the  seat  of  the  reversing  slide  valve  or 
a  bent  reversing  stem  ;  also  a  burr  being  worn  on  the 
reversing  plate,  thus  allowing  the  button  on  the  stem 
to  catch. 

Q.     Hozu  should  a  pump  be  located? 

A.  It  should  be  where  the  engineer  will  notice  it  if 
it  stops.  Under  no  consideration  should  it  be  located 
lower  than  the  main  reserv^oir,  as  dirt  and  water  would 
stay  in  the  pump. 

Q.     How  7nay  a  pump  be  cleaned  ? 

A.  By  allowing  a  solution  of  lye  in  hot  water  to 
work  through  the  pump.  The  pump  should  be  worked 
slowly  and  the  water  caught  in  a  pail  before  it  enters  the 
main  reservoir.  Run  the  solution  through  several 
times  ;  then  run  clean  hot  water  through  to  wash  out  the 
lye,  or  it  will  eat  the  leather  gaskets  throughout  the 
brake  system. 

Q.  ]Vlic7^e  does  the  exhaust  pipe  connected  to  the 
pump  at  Y  lead  ? 

A.  Usually  to  the  smoke  box  in  the  engine,  but  this 
practice  is  gradually  giving  way  to  the  better  one  of 
running  the  exhaust  pipe  into  the  exhaiist  passage  from 
the  main  cylinder  to  the  stack.  This  latter  method 
almost  does  away  with  the  draught  on  the  fire  caused  by 
the  pump  exhaust  thus  saving  fuel,  and  the  pump  makes 
very  little  noise  in  working.  Some  engines  are  piped 
to  carry  the  pump  exhaust  up  over  the  cab,  but  this  is 
awkward,  noisy,  and  keeps  the  cab  dirty. 

Q.  What  effect  would  be  pi'oduced  if  the  gasket 
tinder  the  top  head  leaked? 

A.  If  the  leak  were  between  the  two  ports,  one 
leading  to  the  top  and  the  other  to  the  bottom  of  the 
main  piston,  the  pump  would  stop. 


132  Air-Brake  Catechism. 

The  accompanying  table  shows  heat  due  to  compres- 
sion. This  heat  depends  upon  the  initial  temperature. 
The  rise  in  temperature  is  due  to  the  heat  of  compres- 
sion. 

Temperature  of  air  before  compression  60°      90° 
compressed  to       15  lbs.   177°    212° 

30     "  255°    294° 

"       45     "  317°    362° 

60     "  369°    417° 

-        75     -  416°    465° 

"       90     "  455°    507° 

"      105     "  490°    545° 

"      120     ''•  524°    580° 


((  (  (       u 


8-Inch  Pump. 

Q,  State  the  principal  differe7ice,  aside  from  that 
of  size,  betiueen  the  8  and  the  g\-inch  pnmps. 

A.  It  is  in  the  valve  motion  ;  that  of  the  9J-inch 
pump  is  simpler,  easier  to  get  at  for  repair,  and  less 
likely  to  get  out  of  order. 

Piston  23  (Fig.  21),  called  the  reversing  piston,  is  not 
found  in  the  9J-incli  pump  (Plate  B). 

Q.     Are  the  air  ends  of  the  pun? ps  alike? 

A.  In  principle,  yes  ;  but  the  location  of  the  air 
valves  and  their  size  are  somewhat  different,  although 
the  operation  is  the  same. 

Q.  What  lift  do  the  air  valves  of  the  8-inch 
pump  have? 

A.  The  receiving  should  have  \  and  the  discharge 
3^2 -inch  lift. 

Q.  As  the  steam  enters  the  pump  at  X  {^Fig.  21), 
where  is  it  free  to  pass  ? 

A.  Into  chamber  m  and  also  through  port  h  into  a 
port  not  shown  which  leads  to  cavity  e,  the  reversing 
slide-valve  chamber. 


20 


"  ^'t:l' 


Fig.  21.— 8-Inch  Pump. 


134  Air-Brake  Catechism. 

Q.     Does  this  chamber  ahvays  contain  the  same 
pressure  as  chamber  m  ? 
A.     Always. 

Q.  The  pistojis  7  {Fig-  21)  are  of  unequal  size, 
and  the  topper  piston  j  and  piston  2j  are  the  same 
size.  What  happens  when  steam  enters  chambers 
in  and  e  zuith  the  reversing  slide  valve  in  its  pres- 
e7it  position  ? 

A.  Steam  is  admitted  through  port  a  on  top  of  piston 
23  ;  this  pressure  balances  the  upward  pressure  on  the 
top  piston  7,  and  the  pressure  acting  down  on  the  small 
piston  7  causes  all  three  pistons  to  travel  down  to  the 
positions  shown  in  the  cut. 

Q.  Explain  the  passage  of  steam  luitJi  the  valve 
motion  in  this  position. 

A.  Steam  passes  through  small  ports  in  bushing 
26  (Fig.  21),  just  above  the  small  piston  7,  underneath 
piston  10,  forcing  it  up.  At  the  same  time  the  top  end 
of  the  steam  cylinder  is  connected  with  the  atmosphere 
through  the  upper  ports  of  bushing  25,  the  port  /,  as 
shown  by  the  dotted  lines,  down  through  g  and  out  at  Y. 

Q.  When  the  piston  moves  2ip  so  that  the  re- 
versing plate  18  strikes  tJie  lug  n,  the  reversing 
slide  valve  16  is  forced  7ip.  What  is  done  by  rais- 
ino^  this  valve  ? 

A.  The  exhaust  port  in  the  slide  valve  connects 
port  h  leading  to  chamber  d  with  port  c  which  leads  into 
the  exhaust  port  /,  and  we  have  no  pressure  left  on  top 
of  piston  23. 

Q.  With  710  pressure  acting  dozvn  on  piston  2j 
{Fig.  2/\  zv hat  happens? 

A.  On  account  of  the  greater  area  of  the  upper 
piston  7,  both  pistons  7  are  raised. 


8-Inch  Pump.  135 

Q.  Explain  the  passage  of  steam  with  pistons  y 
7710V ed  tip. 

A.  Steam  from  chamber  m  now  passes  through  the 
lower  ports  of  bushing  25  on  top  of  the  main  piston  10, 
forcing  it  down,  and  the  steam  on  the  under  side  of 
piston  10  passes  out  of  the  lower  holes  of  bushing  26 
into  port/  ,  and  out  through  the  exhaust  port  Y, 

Q.  lVhe7i  pisto7i  10  7^eaches  the  bottoi7i  of  its 
st7^oke,  hozv  is  the  pii77ip  reversed? 

A.  The  reversing  plate  18  strikes  the  button  at  the 
end  of  the  reversing  stem  17  and  moves  the  reversing 
slide  valve  16  down  to  the  position  as  shown  in  the  cut. 

Q,      What  will  cause  blows  iii  this  p 2177 ip  ? 

A.  Loose  packing  rings  in  the  main  steam  piston  10, 
piston  23,  or  pistons  7,  a  bad  seat  on  the  reversing  slide 
valve,  or  the  top  of  stem  17  being  a  loose  fit  in  the  cap 
nut  20  (Fig.  21). 

Q.      What  are  the  other  troubles  of  the  pump  ? 

A.  They  are  in  principle  so  nearly  allied  to  those  of 
the  9J-inch  pump  that  a  study  of  them  would  be  prac- 
tically a  review  of  the  work  discussed  in  the  study  of 
that  pump.  In  all  cases  of  pump  trouble,  if  one  keeps 
in  mind  the  principle  of  the  operation  of  the  pump,  a 
little  thought  will  suf&ce  to  locate  the  defects. 


THE  SWEENEY  COMPRESSOR. 

Q.      What  is  the  object  of  the  Sweeney  device? 
A.     To  recharge  a  main  reservoir  quickly  in  descend- 
ing very  heavy  grades  when  the  air  pressure  is  law. 

Q.     Explain  the  parts. 

A.  It  -consists  of  a  pipe  running  from  the  steam 
chest  to  the  main  reservoir.  In  the  pipe  there  is  a  cut- 
out cock,  a  safety  valve,  and  a  non-return  check. 

Q.     How  is  it  operated  ? 

A.  By  turning  the  cut-out  cock  and  reversing  the 
engine  when  steam  is  shut  off.  The  main  c}'linders 
and  pistons  act  as  compressors,  and  compressed  air  is 
forced  into  the  steam  chest  and  thence  through  the  pipe 
connection  to  the  main  reservoir. 

Q.      What  is  the  objection  to  this  device  ? 

A.  It  is  extremely  handy  in  case  of  emergency,  such  as 
low  pressure  or  the  refusal  of  a  pump  to  work.  The 
objection  to  it  is,  that  smoke,  gas,  and  heat  forced  into 
the  main  reservoir  burn  out  gaskets  and  get  the  brake 
system  very  dirty. 


WESTINGHOUSE  PUMP  GOVERNORS. 

The  accompanying  pump  governor  cuts  represent  the 
new  and  the  old  style  of  governors. 

Q.     Explain  the  duty  of  spring  ^i  {Fig.  22). 

A.  The  tension  of  the  spring  41  is  regulated  by  the 
cap  nut  40  and  holds  down  the  piston  43,  which  in 
turn  holds  the  small  pin  valve  on  its  seat. 

The  fitting  45  is  connected  to  main  reservoir  pressure 
if  used  with  the  F  6  brake  valve,  and  with  the  train 
line  if  used  with  the  D  8  brake  valve.  When  the  -oiescure 
entering  at  45  and  acting  on  the  under  side  of  the  piston 
43  is  greater  than  the  tension  of  the  spring  41,  the 
piston  is  forced  up,  thus  lifting  the  pin  valve,  to  which 
arrow  42  points,  from  its  seat. 

Q.  What  effect  does  tinseating  this  pin  valve 
have  ? 

A.  It  allow^s  air  pressure  to  reach  the  top  of  piston 
28  (Fig.  22),  forcing  it  down  and  closing  valve  26. 

O.      What  effect  does  closing  valve  26  have  ? 
x\.     It   shuts  off  the    steam   supply    and   stops    the 
pump. 

Q.  At  the  same  time  that  air  forces  piston  2S 
down,  where  else  does  it  go  and  with  what  effect  ? 

A.  It  passes  out  of  the  small  relief  port,  at  which  the 
arrow  37  points,  to  the  atmosphere.  This  leakage  is 
sufficient  to  keep  the  pump  working  slowly,  so  that 
steam  will  not  condense  and  be  thrown  out  of  the  stack 
when  the  pump  starts  again. 


138 


Air-Brake  Catechism. 


Q.      What  is  effected  by  any  reduction  of  tJiemain 
reservoir  presstive  ? 


TO    MAIN    RESERVOIR 
CONNECTION    26   ON    I 
ENGINEER'S    BRAKE    | 
VALVE 


Fig.  22.— Improved  Pump  Governor. 


Westixghouse  Pump  Goverxors.  139 

A.  Any  reduction  of  main  reservoir  pressure  allows 
the  spring  41  to  force  the  pin  valve  to  its  seat,  and  what 
air  still  remains  on  top  of  piston  28  escapes  through  the 
relief  port  37,  and.  with  no  pressure  on  top  of  piston  28, 
the  spring  31  raises  the  piston  28  and  valve  26,  allowing 
steam  from  the  boiler  to  reach  the  pump. 

O.  Of  what  use  is  the  spi'ing  render  the  head 
of  the pm  valve? 

A.  To  hold  the  valve  up  when  piston  43  is  raised. 
Were  it  not  for  the  spring,  the  pin  valve  would  remain 
seated. 

Q.  If  any  air  should  leak  by  piston  28,  or  any 
steam  should  leak  by  the  stem  of  the  valve  26  into 
the  eavity  inider  piston  28^  how  zuould  it  escape  ? 

A.  There  is  a  port  in  the  casing  32  connected  to  a 
drip  pipe  which  leads  to  the  atmosphere. 

O.  What  effect  wonld  be  noticed  if  this  drip 
pipe  became  clogged  zvith  dirt  or  were  frozen  shut^ 
when  there  zvas  a  leakage  of  steam  2ip  under  the 
governor  piston  ? 

A.  Piston  28  could  not  be  forced  down,  and  the  pump 
would  not  stop  working  until  the  main  reser\'oir  pressure 
was  about  equal  to  boiler  pressure. 

O.  What  zvould  be  the  effect  if  the  release  port 
J  J  {Fig.  22^  zuere  closed  by  dirt  ? 

A.  The  pump  would  be  very  slow  in  starting  to 
work  after  once  stopping. 

a      Why  ? 

A.  Because,  when  the  pin  valve  closed,  the  cavity 
above  piston  28  would  be  filled  with  main  reser\'oir 
pressure,  which  could  escape  only  by  leaking  by  the 
packing  ring  29  and  out  to  the  atmosphere  througli 
the  drip  pipe. 


140  Air-Brake  Catechism. 

Q,  What  effect  ivottld  dirt  on  the  seat  of  the 
pui  valve  have  ? 

A.  It  would  make  a  constant  blow  out  of  tlie  relief 
port,  and  if  air  could  leak  in  faster  than  it  could  get 
out  of  the  relief  port,  the  pump  would  either  stop  or 
work  very  slowly,  even  if  the  pump  throttle  were  wide 
open. 

Q.      Why  would  it  zuork  sloiuly  ? 

A.  Because  the  pressure  on  piston  28  may  force  the 
valve  26  partly  shut  and  allow  only  a  small  amount  of 
steam  to  reach  the  pump.  If  the  leak  were  bad  enough, 
the  pump  would  be  stopped  entirely. 

Q.  What  effect  zu 02c Id  be  noticed  if  t lie  pin  valve 
became  gummed  so  that  it  would  not  seat  centrally  ? 

A.  Air  would  pass  down  on  piston  28,  and  the 
action  of  the  pump  would  be  the  same  as  just  described, 
with  dirt  on  the  seat  of  this  valve. 

Q.  What  zuould  be  the  effect  if  the  casing  in 
zuhich  the  governor  piston  works  should  become 
badly  zuorn,  and  a  Ziwrn  ringsg  were  replaced  with 
a  new  one  zidthoiit  truing  the  casing? 

A.  When  piston  28  was  forced  down  a  little  farther 
than  usual,  it  might  stick,  causing  the  pump  to  stop. 
A  jar  on  the  governor  might  start  the  pump. 

O.  What  is  the  difference  between  the  improved 
I  and  the  i-inch governors? 

A.  Their  operation  is  identical,  but  there  is  a  dif- 
ference in  size,  as  one  is  used  with  the  8  and  the  other 
with  the  9J-inch  pump. 

Q.  Explain  the  operation  of  the  old  picmp 
crovernor. 

A.  It  is  the  same  as  that  of  the  improved  governor, 
excepting  that,  after  the  pin  valve  is  closed,  the  air  in 


Westinghouse  Pump  Governors. 


141 


the  chamber  above  the  piston,  instead  of  escaping  to  the 
atmosphere  through  a  relief  port,  passes  by  the  packing- 
ring  24  and  out  to  the  atmosphere  through  a  drip  pipe 
connected  to  the  port,  shown  by  the  dotted  lines  in  the 
chamber  under  the  piston. 


mi^5 


Fig.  23.— O1.D  Styi,e  Pump  Governor. 


Q.     Are   the   troubles  about  the  same  with  the 
two  governors  ? 

A.     Yes;    but   there   was   much    trouble   with    the 


142  Air- Brake   Catechism. 

diaphragm  19  of  tlie  old   governor  which  is   unknown 
with  the  new. 

O.      Why  was  this  ? 

A.  Because  this  governor  was  used  chiefly  with  the 
D  8  valve,  and  train-line  pressure  operated  the  governor. 
With  this  valve  on  lap,  boiler  pressure  would  be  com- 
pressed in  the  main  reservoir,  and  when  this  high  press- 
ure was  thrown  into  the  train  line  to  release  brakes,  the 
diaphragm  19  would  be  forced  up  so  high  it  would 
buckle. 

Q.      What  effect  zuozcld  this  have  ? 

K.  It  would  destroy  the  sensitiveness  of  the  gover- 
nor, and  the  pump  would  be  stopped  in  a  very  erratic 
manner.  The  train-line  pressure  would  somet'imes  be 
too  high  and  at  others  too  low. 

Q.  How  was  this  defect  remedied  in  the  im- 
proved gov  ei' nor  ? 

A.  By  inspecting  the  cut  of  the  new  governor  it 
wall  be  seen  that  the  diaphragm  can  raise  only  a  very 
little  distance  when  it  seats  against  a  brass  ring,  thus 
doing  away  with  the  chance  of  its  buckling. 

O.  Is  tJie  new  governor  more  sensitive  than  the 
old? 

A.  Yes,  because  instead  of  one  diaphragm,  like  19 
(Fig.  23)  in  the  old  governor,  there  are  two  thin  dia- 
phragms in  the  new. 

Q.     How  much  reduction  will  cause  a  governor 
of  the  improved  type  to  start  the  pump  ? 
A.     About  half  a  pound. 

Q.  Why  was  the  long  slot  placed  iii  the  stem  16 
of  the  old  governor  ? 

A.  The  governor  used  to  make  a  buzzing  sound, 
and  slotting  the  stem  remedied  this  trouble. 


Westinghouse  Pump  Governors.  143 

Q.     Does  this  governor   keep   the  ptcmp  working 
slowly  after  f^ill press2ire  is  obtained? 
A.     No,  as  there  is  no  relief  port. 


WBSTINGHOUSE  WHISTLE  SIGNAL. 


Q.      What  fo7^m  of  signal  zuas  tised  before   the 
compressed  az7^  signaling  apparatus  was  invented? 
A.     The  old  bell  rope  and  gong  signal,  sucli  as  is  now 


used  on  freight  trains. 


Fig.  24.— Location  of  Signal  Apparatus  on  Engine. 

Q.      Do  all  roads  2cse  the  air  signal  i?i  passenger 
service  ? 

A.     Not  all,  but  most  roads  do. 

Q.      What  parts  of  the  signaling  apparatus  are 
fo2ind  on  the  engi7ie  f 


Westinghousk  Whistle  Signal.  145 

A.  The  reducing  valve  (Fig.  28  or  30),  the  whistle 
valve  (Fig.  27),  the  whistle  (Fig.  29),  and  the  pipe  con- 
nections as  shown  in  Fig.  24. 

O.      What  parts  are  found  on  the  car  ? 

A.  The  discharge  valve  (Fig.  26),  the  signal  cord 
running  the  length  of  the  car,  and  the  signal-pipe  con- 
nections as  shown  in  Fig.  25. 

Q.  Where  is  the  discharge  valve  {Fig.  26)  usual- 
ly located  ? 

A.  As  shown  in  Fig.  25,  although  it  is  sometimes 
found  inside  the  car  over  the  door. 

Q.      Why  is  it  better  placed  oictside  ? 
A.     When  it  is  so  placed  the  noise  of  the  discharge 
will  not  affect  nervous  people. 

Q.     Hoiu  does  the  car  discharge  valve  work? 

x\.  The  signal  cord  is  attached  to  the  valve  in  the 
hole  of  5  (Fig.  26) ;  when  the  cord  is  pulled,  valve  3  is 
forced  from  its  seat,  allowing  whistle-line  pressure  to 
escape  to  the  atmosphere. 

O,  What  is  the  trouble  zuhen  there  is  a  constant 
leak  from  the  discharge  valve? 

A.     There  is  dirt  on  the  seat  of  valve  3  (Fig.  26). 

Q.      Where  is  the  signal  valve  {Fig.  2j^  located  i^ 

A.  Under  the  foot-boards  of  the  cab.  Convenience 
determines  whether  it  will  be  on  the  fireman's  or 
engineer's  side. 

Q.  Where  are  the  reducijtg  valves  {Figs.  28  and 
jo)  usually  placed? 

A.  It  was  formerly  customary  to  locate  them  outside, 
next  to  the  main  reservoir,  as  in  Fig.  24,  but  now  good 
practice  locates  them  inside  the  cab  where  they  cannot 
freeze  in  winter. 


146 


Air-Brake  Catechism. 


O.  Which  valve  is  now  beifig  seiit  otit  with  all 
new  equipment? 

A.  The  valve  represented  by  Fig.  28,  as  this  is  the 
latest,  although  there  are  still  many  like  Fig.  30  in  use. 

Q.      What  is  the  duty  of  these  valves  ? 
A.     To  maintain  a  constant  pressure  on  the  whistle 
line. 


Fig.  25.— Location  of  Signai^  Apparatus  on  Coach. 

Q.  Explain  the  action  of  tJie  reducing  valve 
{Fig.  28). 

A.  It  works  exactly  like  the  train-line  governor  of 
the  F  6  valve  already  explained. 

Q.  Of  wJiat  7tse  is  the  phig  valve  in  tJie  7tpper 
left-hand  corner  ? 

A.  To  cut  out  main  reservoir  pressure  in  case  we 
wish  to  take  the  reducer  apart. 


Westinghouse  Whistle  Signal. 


147 


Q.  Explain  the  action  of  the  old  reducirig  valve 
{Fig.  JO). 

A.  The  top  spring  has  a  tension  determined  by  the 
pressure  to  be  carried  on  the  whistle  line.  This  spring 
holds  piston  6  down  as  long  as  the  tension  of  the  spring 
is  greater  than  the  pressure  underneath  the  rubber 
diaphragm  7. 


Fig.  26.— Car  Discharge  Vai^ve. 

As  long  as  the  piston  is  down,  valve  5  is  held  from  its 
seat,  allowing  main  reservoir  pressure  to  feed  in  as 
indicated.  It  passes  by  valve  5,  up  under  the  piston, 
and  into  the  signal  line  as  indicated,  until  the  pressure 
on  the  whistle  line  and  underneath  the  diaphragm  7  is 
greater  than  the  tension  of  the  spring  over  the  piston 
6,  when  the  spring  is  compressed,  allowing  piston  6  to 
travel  up,  and  spring  10  raises  valve  5  to  its  seat, 
shutting  off  the  further  passage  of  air  from  the  main 
reservoir  to  the  whistle  line. 

O.      llliere  is  the  whistle  {Fig.  2g)  located  ? 
A.     In  the  cab,  as  near  the  engineer  as  convenient. 
Q.      To  zuhat  is  it  connected  ? 


148  Air-Brakh  Catechism. 

A.  To  a  pipe  whicli  leads  from  the  signal  valve  as 
indicated  (Fig.  27). 

Q.      What  is  its  use  ? 

A.  As  tlie  signal  or  whistle  valve  (Fig.  27)  operates, 
the  air  leaving  this  valve  escapes  through  the  whistle 
(Fig.  29).     The  blast  signals  the  engineer. 

O.  Where  does  the  air  come  from  that  supplies 
the  signal  system  ? 

A.     From  the  main  reservoir  on  the  engine. 

Q.  Explain  the  passage  of  tJie  air  from  the 
main  reservoir  through  the  signal  system. 

A.  It  first  passes  from  the  main  reservoir  (Fig.  24) 
through  the  reducing  valve.  After  leaving  the  reducing 
valve  there  is  a  tee  in  the  pipe,  one  branch  of  which 
leads  to  the  signal  valve  (Fig.  27)  and  the  other  back  into 
the  train.  Under  each  car  (Fig.  25)  there  is  a  strainer 
in  a  tee,  and  a  branch  of  the  whistle  line  goes  to  the 
discharge  valve  (Fig.  26). 

Q.  ExploJn  the  operation  of  the  signal  valve 
{Fig.  2f)  in  charging. 

A.  After  the  air  passes  from  the  main  reserv-oir  and 
through  the  reducing  valve,  it  is  free  to  go  back  into  the 
train  and  also  enter  the  signal  valve  at  Y.  It  then 
passes  through  the  contracted  port  d  into  cavity  A  on 
top  of  the  rubber  diaphragm  12,  and  around  through 
port  c.  The  lower  half  of  the  stem  10  is  three  sided,  so 
that  the  air  can  pass  up  to  where  the  stem  looks  to  be  tight 
in  the  bushing  9.  This  joint  is  not  tight,  but  sufficiently 
so  to  allow  the  air  to  feed  by  into  chamber  B  very 
slowly.  The  reducing  valve  is  adjusted  to  forty  pounds, 
and  if  we  wait  a  short  time  the  forty  pounds  w411  equal- 
ize on  both  sides  of  the  diaphragm  12,  that  is,  there 
will  be  forty  pounds  in  each  chamber  A  and  B,  as  there 
is  also  throug-hout  the  whistle  line  on  the  train. 


Westinghouse  Whistle  Signal. 


149 


Q.      What  does  the  condiutor  do   if  he  wis  lies   to 
signal  the  e7igineer  ? 

A.     He  pulls  the  signal  cord  in  the  car. 
Q.      What  is  effected  by  this? 

A.     It  makes  a  sudden  reduction  of  whistle-line  press- 
ure through  the  car  discharge  valve  (Fig.  26). 

Q.      What  IS  the  effect? 


TO  SIGNAL  PIPE 


X  N>.  TO  WHISTLE 

Fig.  27. — Signal  Valve. 

A.  This  starts  a  reduction  wave  throughout  the 
whistle  line,  and  in  the  signal  valve  it  is  first  felt  in 
chamber  A,  on  top  of  diaphragm  12.  The  pressure  in 
chamber  5,  being  unable  to  equalize  quickly  with  that 
in  chamber  A,  on  account  of  the  snug  fit  of  the  stem  10 
in  bushing  9,  is  now  greater  than  the  pressure  in  cham- 
ber A.  The  diaphragm  12  and  the  stem  10  attached  to 
it  are  lifted,  uncovering  the  port  in  the  bushing  7.  The 
stem  is  lifted  sufficiently  to  allow  air  from  chamber  B 
and  the  air  coming  through  port  c  to  pass  out  at  e  and 


I50 


Air-Brake  Catechism. 


through   the  pipe  to  the  whistle  (Fig.   29),  causing   a 
blast  as  long  as  the  stem  10  is  off  its  seat. 

The  same  wave  reduction  that  started  the  signal  valve 
into  operation  also  opened  the  reducing  valve  (Fig.  28  or 
30)  to  allow  main  reservoir  pressure  to  supply  the  whistle 
line. 


Fig.  28. — Improved  Reducing  Vai,ve. 

A  wave  of  increased  pressure  now  takes  the  place  of 
the  reduction  wave,  and  air  passing  into  chamber  A  of 
the  signal  valve  forces  the  diaphragm  12  down,  causing 
the  whistle  to  cease  blowing. 

Q.  How  long  must  we.  wait  before  again  trying 
to  p2it  the  signal  valve  in  operation  ? 

A.  Until  the  pressures  have  had  time  to  equalize  in 
chambers  A  and  B  (Fig.  27). 


Westinghouse  Whistle  Signal. 


151 


Q.     How  viany  seconds  should  we  wait  f 
A.     Usually  two  at  least,  and  three  is  better. 

O,      Give  a  7'2ilc  by  zuhich  we  can  pull  the  whistle 
signal  cord  in  tJie  ca7^  and  gain  the  best  results. 


Fig.  29.— vSignai,  Whisti^e. 

A.  When  pulling  the  cord,  make  an  exhaust  of  one 
second,  and  then  wait  three  seconds  to  allow  the  whistle 
to  cease  blowing  and  the  pressures  to  equalize  through- 
out the  signal  system  before  making  another  reduction. 

Q,  In  pulling  the  signal  cord,  zuhat  should  al- 
ways be  borne  in  mind  ? 

A.  That  it  is  not  the  amount  of  reduction  but  the 
suddenness  that  causes  the  whistle  to  blow. 


PECULIARITIES  AND  TROUBLES  OF  THE 
SIGNAL  SYSTEM. 

Q.     If  no  air  gets  into   the  whistle  line  when  an 
engine  is  cotipled  to  a  train^  and  we  know  that  the 


TO    MAIN    RESERVOIR 

Fig.  30.— O1.D  Styi^e  Reducing  Vai.ve. 

cocks  in  the  sigjial  line  stand  properly  and  the   hose 
are  in  order,  wJiat  sJionld  we  look  at  first  ? 

A.     The  plug  cock  in  the  reducing  valve  (Fig.  28) ; 


Signal  System — Peculiarities  and  Troubles.  153 

or,  if  the  weather  is  cold  and  the  reducer  is  outside,  it 
may  be  frozen. 

Q.  What  else  might  cause  this  trouble  with  the 
new  reducer  {Fig.  28)  ? 

A.  It  may  be  that  the  small  taper  port  in  the  re- 
ducer (Fig.  28),  where  the  main  reservoir  pressure  enters, 
is  plugged  shut. 

Q,      What  will  close  this  port  ? 
A.     Oil  from  the  air  end  of  the  pump  and  the  corro- 
sion from  the  inside  of  the  pipes. 

Q.  What  is  the  trouble  if  the  signal  cord  is 
pulled  in  the  car  and  no  air  issues  from  the  car  dis- 
charge valve  ? 

A.  The  cut-out  cock  (Fig.  25)  in  the  saloon  has 
very  likely  been  closed. 

Q.  Give  conditions  that  would  result  in  the  air 
whistle  7iot  responding. 

A.  A  dirty  strainer  in  the  tee  under  the  car  where 
the  branch  pipe  to  the  car  discharge  valve  couples  to  the 
main  signal  line ;  the  strainer  in  the  car  discharge  valve, 
as  used  in  the  old  equipment,  being  dirty  ;  port  d  (Fig. 
27)  being  stopped  up  ;  a  too  loose  fit  of  stem  10  (Fig.  27) 
in  bushing  9  ;  a  baggy  diaphragm  12  (Fig.  27),  or  a  hole 
in  it ;  the  bowl  of  the  whistle  (Fig.  29)  being  closed  with 
scouring  material,  or  the  bell  of  the  whistle  being  im- 
properly adjusted ;  a  reduction  that  took  enough  air 
from  the  whistle  line  but  did  not  take  it  fast  enough,  or, 
as  explained  before,  the  reducer  might  be  frozen. 

Q.  Why  would  the  whistle  not  respond  if  port 
d  {Fig.  2f)  were  closed? 

A.     No  air  could  reach  the  whistle. 

Q.  Why,  with  a  loose  fit  to  stem  10  {Fig.  ^7)  iii 
bushing  9,  would  the  whistle  not  respond  ? 


154  Air-Brake  Catechism. 

A.  If  the  reduction  were  not  made  sufficiently  quick 
with  the  car  discharge  valve,  especially  on  a  long  train, 
the  friction  of  the  air  passing  through  the  pipe  would 
tend  to  decrease  the  suddenness  of  the  reduction,  so  that, 
when  the  wave  reached  the  signal  valve,  the  reduction 
might  be  so  weak  that,  if  stem  lo  were  a  loose  fit  in 
bushing  9,  the  air  in  chambers  A  and  B  might  equalize 
without  raising  diaphragm  12  (Fig-  27). 

Q.  Why  would  a  baggy  or  stretched  diaphragm 
12  {Fig.  2f)  cause  the  whistle  not  to  respond? 

A.  When  the  reduction  is  made  on  the  signal  line, 
a  reduction  is  made  in  chamber  A  of  the  signal  valve, 
leaving  the  pressure  in  chamber  B  greater.  If  the 
diaphragm  is  bagged,  the  pressure  in  chamber  B  lifts  the 
diaphragm,  but  the  stem  10  is  not  moved. 

Q.      What  causes  this  diaphragm  to  bag  ? 

A.  The  use  of  poor  rubber,  or  oil  from  the  pump 
working  through  on  the  rubber,  causing  it  to  decay. 
A  diaphragm  is  occasionally  found  with  a  hole  rotted 
through  it,  allowing  chambers  A  and  B  to  be  directly 
connected. 

Q.  What  may  cause  a  whistle  to  respoiid  only 
07ice  when  the  conductor  pulls  the  cord  twice  ? 

A.  He  may  have  pulled  the  cord  the  second  time 
before  the  whistle  stopped  blowing  the  first,  thus  getting 
one  long  blow,  or  he  may  have  made  the  second  dis- 
charge before  the  pressures  in  chambers  A  and  B  had 
become  equalized. 

Q.  What  will  happen  if  dirt  gets  on  the  seat  oj 
valve  4  (Fi^.  28),  or  the  corresponding  valve  in 
Fig.  30? 

A.  The  valves  cannot  close,  and  we  will  get  main 
reservoir  pressure  of  ninety  pounds  on  the  whistle   line. 

Q.      What  ejfect  has  this  ? 


Signal  System — Peculiarities  and  Troubles.  155 

A.  The  whistle  is  likely  to  blow,  especially  on  a 
short  train,  when  the  brakes  are  released  ;  the  air  whistle 
on  the  engine  will  screech  when  used  ;  and,  if  the  stem 
10  in  the  signal  valve  is  a  little  loose  in  bushing  9  (Fig. 
27),  the  whistle  is  likely  to  blow  two  or  three  times 
for  one  reduction  at  the  car  discharge  valve  ;  there  will 
be  a  stronger  exhaust  from  the  car  discharge  valve 
than  usual,  and  hose  are  more  likely  to  burst. 

Q.  Why  is  the  whistle  likely  to  blow  when  the 
brakes  are  released,  if  there  is  main  reservoir  press- 
ure on  the  whistle  li^ie  ? 

A.  Because  to  release  brakes  the  main  reservoir 
pressure  is  thrown  into  the  train  line.  This  makes  the 
pressure  in  the  main  reservoir  less  than  that  in  the 
whistle  line,  and,  on  account  of  the  dirt  on  the  seat  of  the 
valve  4  (Fig.  28),  the  whistle-line  pressure  feeds  back  into 
the  main  reservoir,  and  the  reduction  thus  made  on  the 
sio:nal  line  causes  the  air  whistle  to  blow. 


"^to' 


Q.  Why^  with  this  trouble,  is  the  whistle  more 
likely  to  sottnd  071  an  engine  alone  than  with  a  train, 
when  the  brakes  are  released? 

A.  With  an  engine  alone  there  is  but  a  small  volume 
of  air  on  the  signal  line,  and  the  signal-line  pressure 
feeding  back  into  the  main  reservoir  would  cause  a  more 
sudden  reduction  than  if  the  signal  line  were  longer  and 
the  volume  greater,  as  on  a  train. 

Q,  Why  zuill  the  air  whistle  07i  the  engine 
screech  when  used? 

A.  Because  the  bell  is  adjusted  to  be  used  with  only 
a  forty-pound  pressure  instead  of  ninety. 

Q.  Why  is  the  whistle  likely  to  blow  two  or 
three  times  with  one  reduction  from  the  car  discharge 
valve,  if  main  reservoir  pressure  is  on  the  whistle 


IC6  Air-Brake  Catechism. 


u 


line  and  the  stem  lo  is  loose  in  bushing  g   {Fig- 
2j)  of  the  signal  valve  ? 

A.  Because  a  reduction  at  the  car  discharge  valve 
starts  the  signal  valve  in  operation,  and  the  reducer  can- 
not feed  air  into  the  whistle  line  properly  to  cause  the 
signal  valve  to  close  until  the  signal-line  pressure  is 
below  forty  pounds.  The  tendency  for  the  pressure  to 
fluctuate  in  chambers  A  and  B^  due  to  the  loose  fit  of  the 
stem  lo,  causes  the  diaphragm  to  bounce  and  the  whistle 
to  respond  two  or  three  times. 

Q,  If  an  engineer  wishes  to  know  how  much 
pressure  he  has  on  his  signal  lijze,  and  he  has  no 
gauge  with  which  to  test  it,  how  can  he  determine 
it? 

A.  Shut  off  the  pump  and  open  the  bleed  cock  on 
the  main  reserv^oir,  then  get  up  in  the  cab  and  watch 
the  red  hand.  When  the  whistle  blows,  the  red  hand 
represents  a  trifle  less  pressure  than  is  being  carried  on 
the  whistle  line. 

Q,      Why  does  the  whistle  blow  ? 

A.  Because,  when  the  main  reservoir  pressure  is 
drained  below  the  pressure  on  the  whistle  line,  the  press- 
ure feeds  from  the  whistle  line  back  into  the  main 
reservoir,  causing  a  reduction  ofthe  whistle-line  pressure, 
and  this  usually  causes  the  whistle  to  blow. 

Q.  What  is  likely  to  7nake  a  whistle  give  one 
long  blast  f 

A.     A  tight  fit  in  bushing  9  of  stem  10  (Fig.  27). 

Q.      Why  was  the  new  reducer  gotten  up  ? 

A.  To  have  one  that  would  be  more  sensitive  than 
the  old  one  and  would  feed  leaks  more  promptly,  thus 
doing  away  with  the  chance  of  the  whistle  being  blown 
by  a  small  leak. 


Signal  System — Peculiarities  and  Troubles.  157 

Q.       What  zuill  cause  a  whist le  to  sing  constantly  f 

A.  Dirt  on  the  seat  of  stem  10  in  bushing  7  (Fig.  27). 

Q.      Why  may  jars  cause  a  zu  his  tie  to  blow  ? 

A.  Oil  baking  upon  diaphragm  12  of  the  signal 
valve  makes  it  rigid,  and  ajar  will  sometimes  shake  the 
stem  10  (Fig.  27)  from  its  seat. 

Q,  What  would  we  do  to  i^icrease  or  decrease  the 
pressure  on  the  whistle  line  with  the  new  rediicer  ? 

A.  Screw  up  on  the  bottom  nut  to  increase  it,  and 
down  to  decrease  it. 

O.      What  zuith  the  old  reditccr  ? 
A.     Put  in  a  stiffer  spring  or  put  a  washer  under  the 
old  one. 

Q  ]Vhat  arc  the  tzuo  holes  for  in  the  2ipper 
part  of  the  old  reducer  ? 

A.  To  allow  any  air  to  escape  to  the  atmosphere 
that  gets  by  the  diaphragm  7. 


WBSTINGHOUSE  HIGH-SPEED  BRAKE. 

Q.  Why  was  the  introduction  of  the  high-speed 
bi^ake  necessary  ? 

A.  The  call  by  the  traveling  public  for  higher  train 
speed  rendered  it  necessary  to  insure  safety  of  lives  and 
property. 

Q.  How  much  more  ejjicient  is  it  than  the 
ordinary  quick-action  brake? 

A.     About  thirty  per  cent. 

Q.      What  class  of  trains  uses  this  brake  ? 

A.  The  Empire  State,  Black  Diamond,  and  Con- 
gressional Limited. 

Q.  What  perce7itage  of  braking  pozver  to  the 
light  weight  of  a  passenger  car  is  generally  used 
with  the  ordinary  quick-actioji  brake  ? 

A.     Ninety  per  cent. 

Q.  What  percentage  is  used  with  the  high-speed 
brake  ? 

A.     One  hundred  and  twenty-five  per  cent. 

Q.  How  can  such  a  high  braking poiver  be  itsed 
without  flattening  wheels  ? 

A.  Because  it  is  only  used  when  the  train  is  moving 
at  very  fast  speed,  and  an  automatic  reducing  valve  gradu- 
ally reduces  the  brake-cylinder  pressure  so  that,  when 
the  speed  of  the  train  has  been  slackened,  the  brake- 
cylinder  pressure  has  also  been  gradually  reduced  to  the 


Westixghouse  High-Speed  Brake.  159 

sixty-pound  pressure  limit  as    used  with   the  ordinary 
quick-action  brake. 

Q.  Why  is  it  safe  to  use  a  higher  braking  power 
on  wheels  when  the  train  is  r2tnning  fast  ? 

A.  Because  the  faster  the  wheels  turn,  the  greater  is 
the  inertia  of  the  wheels,  which  the  friction  of  the 
brake  shoes  has  to  overcome  before  the  wheels  will  cease 
revolving.  The  Westinghouse-Galton  tests,  made  in 
England  in  1878,  proved  that  the  faster  the  tread  of 
the  wheel  moved  against  the  brake  shoe,  the  less  the 
friction  between  the  two.  As  the  speed  decreases  the 
friction  increases,  the  friction  between  the  wheel  and 
the  rail  remaining  about  constant,  regardless  of  the 
speed  of  the  train. 

Q.      What  train-line  and  atixiliary pressures  are 
carried  with  the  high-speed  brake  ? 
A.     Abouf  one  hundred  and  ten  pounds. 

Q,  At  what  p]'essure  do  the  attxiliary  a7id 
brake  cylinder  equalize  when  the  brake  is  fill  set 
in  einergency,  tising  one  hundred  and  ten  pounds 
auxiliary  pre s stir e  ? 

A.     About  eighty-five  pounds. 

Q.  What  reduces  this  eighty-five  poimds  to  sixty 
pounds,  the  safe  pressure  for  sloiv  speed? 

A.  The  automatic  reducing  valve  shewn  in  the  ac- 
companying cut  (Fig.  31). 

O.      Explain  the  actioii  of  the  reducing  valve. 

A.  When  air  is  in  the  brake  cylinder,  it  is  free  to  reach 
the  top  of  piston  6  of  the  reducing  valve. 

As  long  as  the  tension  of  the  spring  1 1  is  greater  than 
the  brake-cylinder  pressure  on  top  of  the  piston,  the 
slide  valve  8  is  as  shown. 

When  the  brake  is  full  set,  the   pressure  in  the  cylin- 


i6o 


Air-Brake  Catechism. 


der  being  greater  than   the  tension  of  the  spring,  the 
piston  6  is  forced  down  and  carries  the  slide  valve  with 


Fig.  31.— High-Speed  Brake  Reducing  Valve. 

it,    thus    opening    port    h   into    port  a,  allowing  brake- 
cylinder  pressure  to  escape  to  the  atmosphere. 


Westinghouse  High-Speed  Brake. 


i6i 


I 


r 


f 


fe 


1 62  Air-Brake  Catechism. 

The  apex  of  the  triangular  port  b  points  up.  If  the 
slide  valve  8  is  drawn  down  a  little,  in  a  service  applica- 
tion, port  b  has  a  wide  opening  into  port  a,  allowing 
cylinder  pressure  to  escape  quickly.  The  high  cylinder 
pressure  in  emergency  forces  piston  4  down  full  stroke, 
and  cylinder  pressure  escapes  slowly  through  the  small 
end  of  port  b.  As  cylinder  pressure  lessens,  spring  11 
raises  piston  4  and  slide  valve  8,  opening  port  b  wider, 
thus  releasing  air  faster ;  and  the  slow  exhaust  ensues 
with  a  high,  and  quick  exhaust  with  low^  train  speeds. 
vSpring  1 1  is  adjusted  to  sixty  pounds  on  passenger  cars 
and  fifty  on  engines  and  tenders. 

Q.  What  is  necessary  to  make  a  high-speed 
brake  out  of  the  present  quick-action  eqiiipment  ? 

A.     Simply  the  addition  of  the  reducing  valve. . 

Q.      What  chanp'e  has  to  be  made  on  eno-ines  ? 

A.  A  duplex  pump  governor  is  added,  two  train- 
line  governors  are  used,  and  reducing  valves  are  con- 
nected to  the  tender  and  driver  brake  cylinders. 

Q.  Why  are  tzuo  train-line  and  a  duplex  pump 
governor  tisedf 

A.  Only  two  governors  are  used  at  a  time.  They 
are  so  arranged  with  cut-out  cocks  that  the  engine  may 
be  used  with  the  ' '  high-speed  ' '  brake  or  with  the 
ordinary  quick-action  brake. 

The  cut  (Fig.  32)  gives  an  idea  of  the  advancement 
in  air-brake  appliances.  The  three  figures  (page  161) 
represent,  by  scale,  stops  made  by  the  same  train  going 
at  the  same  rate  of  speed,  but  equipped  as  indicated. 

It  takes  about  twice  as  far  to  stop  a  train  going  at 
forty,  three  times  going  at  fifty,  and  about  five  times 
going  at  sixty  miles  an  hour,  as  it  does  if  the  speed  of 
the  train  is  thirty  miles  an  hour. 


TRAIN  INSPECTION. 

Q.      JVIiy  is  train  inspection  necessary  ? 

A.  To  find  and  remedy ^  before  tr^dng  to  handle  the 
train  on  a  grade,  any  defects  that  would  render  its 
handling  unsafe  ;  part  of  the  pistons  may  be  out  against 
the  cylinder  heads  \\^hen  the  brakes  are  applied,  the  re- 
taining valves  may  be  poor,  some  brakes  may  not  ap- 
ply, auxiliaries  may  not  charge,  leaks  may  exist,  the 
brakes  may  go  into  emergency  when  tning  to  make  a 
ser\dce  application,  and  many  other  defects  may  exist. 

Q.      Where  sho^ild  we  begin  to  get  a  train  ready  ? 
A.     At  the  rear. 

O.      Is  it  lurong  to  start  at  the  head  e7id  ? 

x\.  It  would  not  be  w^ere  the  cocks  not  opened  be- 
tween the  tender  and  cars.  If  the  cocks  w^ere  opened, 
the  air  would  blow  through  and  out  of  a  chance  open 
cock,  and  a  loss  of  time  and  air  would  result. 

Q.  Connncncing  at  the  rear,  what  should  be 
done  first  ? 

A.  The  rear  ans'le  cock  must  be  closed  and  the  hose 
hung  up. 

Q.  What  Jiarni  is  tJiere  in  allowing  the  hose  to 
drag  ? 

A.  It  collects  dirt  and  cinders,  which  are  blo\vn  into 
the  train  and  help  to  close  strainers,  and  which  work 
into  the  triples  and  cause  them  to  wear  faster.  In 
winter,  ice  getting  into  the  hose  may  block  it. 


164  Air-Brake  Catechism. 

Q.  What  should  we  do  as  we  go  towards  the 
engine  ? 

A.  See  that  the  retainer  handles  are  turned  down, 
hand  brakes  released,  hose  coupled,  and  cocks  turned  so 
that  the  cars  are  cut  in. 

Q,  How  does  the  cock  {71  the  cross-over  pipe, 
connecti7ig  the  train  line  to  the  triple,  7iS7tally  stand 
wheii  the  car  is  cut  in  ? 

A.     At  right  angles  to  the  pipe.     See  Plate  A. 

Q.     Hozu  shotdd  the  angle  cocks  stand  at  the  end 
of  the  car  when  cut  in  ? 
A.     Parallel  with  the  pipe. 

Q.  Do  the  angle  cocks  and  cict-oict  cocks  always 
stand  as  just  described  ? 

A.     No  ;  sometimes  in  just  the  reverse  positions. 

Q.      Why  is  this  ? 

A.  These  are  cocks  used  with  very  old  equipment 
and  may  be  readily  recognized,  as  they  differ  in  shape 
from  those  now  emplo^^ed.  If  in  doubt,  look  at  the 
crease  in  the  top  of  the  plug,  which  alw^ays  stands 
parallel  to  the  opening  in  the  valve. 

Q.  What  should  zve  always  do  before  coupling 
the  hose  betzveen  the  engine  and  cars  ? 

A.  Blow  out  the  train  line  on  the  engine  to  get  rid 
of  dirt  and  water. 

Q  After  coupling  the  hose  and  turning  the 
angle  cocks,  are  we  i^eady  to  look  over  the  brakes  f 

A.     No,  not  until  the  pump  has  charged  the  train. 

Q.  With  a  constant  pressure  of  seventy  pou7ids 
on  the  train  lijie,  hozv  long  should  it  take  to  charge 
one  auxiliary  from  zero  to  seve7ity  pouiids  with 
the  modern  equipment  ? 


Train  iNSPEcnoN.  165 

A.     About  seventy  seconds. 

Q,  How  long  does  it  take  to  charge  a  tram  of 
twenty  cars  f 

A.  This  depends  on  the  condition  of  the  pump  and 
the  leaks  in  the  train.  If  the  capacity  of  the  pump 
were  sufficient  to  keep  a  constant  train-line  pressure  of 
seventy  pounds,  twenty  cars  could  be  charged  as  quickly 
as  one.  This  cannot  be  done,  as  twenty  feed  grooves 
take  air  from  the  train  line  faster  than  the  pump  will 
supply  it. 

Q.  Who  should  tell  when  it  is  time  for  the 
test? 

A.  The  engineer.  He  should  wait  until  full  press- 
ure is  obtained  and  then  make  a  twenty-pound  service 
reduction. 

O.      WJiat  shotild  then  be  done  ? 

A.  One  brakeman  should  go  over  the  train  turning 
up  the  retainer  handles,  while  the  other  examines  piston 
travel  and  looks  for  leaks. 

Q.      What  sJioitld  the pisto7i  travel  be  ? 

A.  If  no  rule  exists  on  your  road  in  regard  to  this,  a 
piston  travel  betw^een  5  and  8  inches  will  be  found  to 
give  good  satisfaction  on  ordinary  grades. 

Q.  What  sho2tld  be  done  after  the  retainer 
handles  are  raised  and  the  piston  travel  adjusted? 

A.  The  engineer  should  be  signaled  to  release,  and 
then  there  should  be  a  wait  of  fifteen  or  twenty  seconds, 
to  allow  the  brake- cylinder  pressure  to  reduce  to  what 
the  retainer  holds. 

Q.      WJiat  should  then  be  done  ? 

A.  The  man  on  deck  should  turn  down  the  retainer 
handles.  If  a  blow  issues  from  the  retainer  when  the 
handle  is  turned  down,  the  retainer  is  working  properly. 


1 66  Air-Brakh  Catechism. 

A  strict  count  of  those  working  should  be  kept.  The 
man  on  the  ground  should  walk  along  and  see  that  the 
brakes  release  when  the  retainer  handles  are  turned 
down. 

Q.  What  should  be  done  after  the  inspection  is 
completed? 

A.  A  report  should  be  made  to  the  engineer  and 
conductor,  giving  them  a  knowledge  of  the  piston 
travel,  the  number  of  retainers  in  working  order,  the 
number  of  cars,  the  number  of  air  cars  in  working 
order,  and  any  general  information  concerning  the  con- 
dition of  the  train. 

Q.  In  testiitg,  would  it  do  for  a  brakeman  to 
open  the  angle  cock  at  tJie  rear  of  the  traiji  to  set 
the  brakes  ? 

A.  This  is  decidedly  a  poor  practice ;  brakes  that 
cannot  be  worked  from  an  engine  will  sometimes  w^ork 
by  opening  an  angle  cock.  If  a  hose  lining  were  loose, 
a  brakeman  might  apply  the  brakes  and  an  engineer  re- 
lease them  all  right,  while,  in  making  the  reduction 
from  the  engine,  the  train-line  reduction  going  ahead 
might  roll  up  the  lining  and  close  the  hose.  We  want 
to  know  just  how  the  brakes  will  work  from  the  engine. 

Q.  If  there  is  a  leak  in  the  hose  couplings,  what 
should  be  done  ? 

A.  Turn  angle  cocks,  break  the  coupling,  and,  if 
the  seat  is  bad  and  there  is  no  extra  hose  gasket,  make 
the  seats  round,  if  they  are  not  so,  and  recouple.  If 
the  leak  still  exists,  break  the  coupling,  put  a  small 
stick  back  of  each  lug,  and  close  the  couplings  on  them. 

Q.  Why  should  paper  never  be  used  to  make  a 
joint  ? 

A.     It  works  into  strainers,  often  causing  an  auxil- 


Train  Inspection.  167 

iary  to  charge  slowly,  and  it  may  prohibit  getting  quick 
action  on  this  car. 

Q.  When  inspecting  a  train,  if  lue  find  a  brake 
that  does  not  apply  with  the  rest,  zuhat  sJiottld  be 
done  ? 

A.  See  that  the  car  is  cut  in  properly,  and  try  the 
bleed  cock  to  see  that  there  is  air  in  the  auxiliary.  If 
the  auxiliary  is  charged,  signal  the  engineer  for  a  train- 
line  reduction. 

Q.  If  the  brake  applies  and  then  leaks  off  grad- 
tially,  without  any  air  coming  out  of  tJie  triple  ex- 
haust, iL'hat  is  probably  the  trouble? 

A.  The  air  is  blowing  by  the  packing  leather  in  the 
brake  cylinder. 

Q.  Hoiu  can  a  brake  that  does  not  apply  zuhen 
the  rediLction  is  made  be  sometimes  made  to  work  ? 

A.  By  cutting  it  off  from  the  car  ahead  and  the  one 
behind  it  and  opening  the  angle  cock.  The  cylinder 
may  be  dirty,  and  setting  the  brake  in  the  emergency 
may  loosen  the  dirt  and  cause  it  to  work  properly. 

Q.  If  the  auxiliary  were  fonndto  contain  no  air 
when  the  bleed  cock  was  opened^  what  might  be  the 
trotible  ? 

x\.  The  feed  grooves  might  be  corroded  shut  in  the 
triple  ;  the  strainer  where  the  cross-over  pipe  joins  the 
main  train  line,  or  the  one  where  the  cross-over  pipe 
joins  the  triple,  may  be  filled  with  dirt  and  scale. 

Q.  Is  it  good  practice  to  ponr  oil  into  a  hose  to 
make  a  brake  work? 

A.  Decidedly  not ;  it  may  occasionally  furnish  tem- 
porary relief,  but  it  will  decay  the  rubber- seated  -valve 
and  dampen  the  strainers,  pipe,  and  triples  so  that  dirt 
will  adhere  to  them  and  render  them  stick  v. 


i68  Air-Brake  Catechism. 

Q.  Is  a  S7nall  leak,  one  that  the  pump  will 
easily  overcome,  more  easily  managed  in  a  long  or  a 
short  train  ? 

A.     In  a  long  train. 

Q,      Why  ? 

A.  Because  there  is  a  much  larger  volume  of  air  in  a 
long  train  line,  and  the  reduction  causing  the  brakes  to 
leak  on  harder  after  being  applied  will  be  much  slower 
on  a  long  than  on  a  short  train.  Frequently  a  leak  that 
could  not  be  gotten  along  with  in  a  train  of  three  or 
four  cars,  if  cut  in  with  twenty  tight  cars,  would  not  be 
noticed. 

Q.  If  a  retainer  were  broken  off  and  the  pipe 
phigged,  what  would  result  ? 

A.  After  the  engineer  applied  the  brake,  he  could 
not  release  it,  as  the  exhaust  port  would  have  been 
closed. 

Q,      Would  it  interfere  with  applying  the  brake  ? 

A.     No. 

Q.     If  a  brake  sticks,  what  should  be  done  f 

A.  Look  to  see  that  no  retainer  handle  is  up,  that  the 
hand  brake  is  not  set,  and  that  no  lever  is  caught.  Then 
signal  the  engineer  again  to  release.  If  he  is  unable  to 
release  it,  cut  the  car  out  and  bleed  it. 

Q.     Should  a  car  be  bled  when  cut  out  ? 
A.     Always  ;  a  leakage  of  train-line  pressure  between 
the  cut-out  cock  and  the  triple  might  cause  the  brake 
to  apply  after  it  was  cut  out,  if  any  air  were  left  in  the 
auxiliary. 

Q.  If  the  piston  stays  oitt  07i  a  car  after  we 
hear  the  air  escape  from  the  triple  exhaust  port, 
what  is  wrong  f 


Train  Inspection.  169 

A.     The  release  spring  is  weak  probably. 

Q.     Is  it  necessary  to  cut  such  a  brake  out  ? 

A.  No  ;  the  jar  of  the  wheels  against  the  shoes  will 
force  the  piston  in. 

Q.  If  two  hose  co2cp  lings  are  frozen  together,  how 
s ho 71  Id  they  be  separated  ? 

A.  The  ice  should  be  thawed,  or  the  gaskets  will  be 
torn. 

Q.  If  a  triple  fails  to  zuork  because  it  is  frozen, 
what  sho2tldbe  done  ? 

A.  It  should  be  thawed  and  the  drain  plug  removed 
in  the  bottom  of  the  triple,  to  remove  the  water  and  avoid 
a  repetition  of  the  trouble. 

Q.  What  three  things  wotild  cause  the  brakes 
to  go  into  e7nergency  when  making  a  gradual  train- 
line  red2tctio7i  ? 

A.  A  weak  graduating  spring,  a  broken  graduating 
pin,  and,  by  far  the  most  likely,  a  sticky  triple. 

Q^  How  woidd  we  find  the  triple  causing  the 
trouble  ? 

A.  On  a  train  of  five  or  six  cars  we  can  watch  to  see 
which  brake  grabs  first  and  cut  the  car  out.  On  a  train 
of  over  seven  cars,  the  brakes  do  not  usually  apply  with 
the  first  reduction  on  the  car  causing  the  trouble,  so,  to 
find  the  faulty  triple,  have  the  engineer  make  a  five-pound 
train-line  reduction,  find  the  car  with  the  brake  not  set 
and  cut  it  out.  Then  try  again  with  all  cut  in  to  be 
sure  that  the  faulty  triple  has  been  found. 

Q.  Hoiu  wo2Lld  we  fijid  the  faulty  triple  if  the 
brakes  went  into  quick  action  with  the  first  reduc- 
tion on  a  long  train  ? 

A.  Turn  an  angle  cock  in  the  middle  of  the  train  and 
see  which  half  contains  the  trouble ;   continue  in  this 


170  Air-Brakk  Catechism. 

manner  until  the  trouble  is  located  in  a  five  car  lot ; 
have  the  brakes  applied  and  watch  these  five  to  see 
which  brake  goes  into  quick  action  first,  and  cut  out  the 
defective  triple. 

Q.  If  the  emergency  has  beeji  used,  oi'  wc  find  a 
car  cut  out,  and,  when  we  cut  it  m,  a  strong  heavy 
blow  issues  from  the  triple  exhaust  and  at  the  same 
time  the  brake  sets  on  the  car  and  cannot  be  released, 
what  is  the  trouble  ? 

A.  The  emergency  piston  is  stuck  doAvn,  holding 
the  emergency  valve  from  its  seat. 

Q.     Hoiu  ca7t  we  close  it  9 

A.  Tap  the  triple  lightly.  If  this  does  not  work, 
turn  the  cut-out  cock  in  cross-over  pipe  until  the  blow 
stops  and  then  cut  it  in  suddenly  ;  the  sudden  flow  of  air 
up  under  the  emergency  piston  may  raise  it. 

Q,  In  trying  the  brakes  on  a  passenger  train, 
how  should  the  signal  be  given  ? 

A.  From  the  head  car  to  apply  them  and  from  the 
rear  car  to  release  them,  to  be  sure  that  the  whistle-line 
cocks  stand  right  through  the  train.  On  an  excursion 
train  the  signal  should  be  tested  from  every  car  in  the 
train. 


TRAIN  HANDLING. 

Q,  What  should  we  always  do  deforce  coupling 
to  a  train  ? 

A.  Start  the  pump  and  be  sure  that  everything  is  work- 
ing properly.  Do  not  wait  to  discover  pump  or  engineer's 
valve  defects  when  your  train  is  in  and  ready  to  proceed. 

Q,  Hozu  should  an  engineer  handle  the  brake  on 
his  e)iglne  In  coupling  to  a  train  ? 

A.  In  backing  onto  a  train,  especially  an  empty  one, 
he  should  make  two  or  three  applications  of  his  driver 
and  tender  brakes,  and  leave  his  valve  on  lap  when 
coupling  to  the  train. 

Q.      Why  Is  this  done  ? 

A.  To  couple  to  the  train  with  reduced  auxiliary 
pressures. 

When  the  cocks  between  the  engine  and  tender  are 
turned,  in  coupling  a  train  to  an  engine,  the  brakes  are 
usually  applied  on  the  engine  and  tender  on  account  of 
the  reduction  caused  by  the  air  flowing  back  into  the 
train.  If  the  train  line  is  long  and  empty,  the  main 
reservoir  pressure  might  flow  back  and  equalize  with 
that  in  the  train  line  at  so  low  a  pressure  that  it  might 
not  be  able  to  overcome  the  tank  and  driver  auxiliar\^ 
pressures  so  as  to  force  these  triples  to  release  position. 
In  this  case  the  two  brakes  would  be  stuck,  and  if  more 
cars  were  to  be  picked  up,  we  would  have  to  wait  to 
pump  up,  or  get  down  and  bleed  these  two  brakes  off'. 
If  we  had  backed  onto  the  train  with  reduced  auxiliary 


172  Air-Brake  Catechism. 

pressures  on  the  engine  and  tender,  we  would  not  have 
met  with  this  trouble,  as  the  main  reservoir  pressure 
could  then  have  raised  that  in  the  train  line  sufficiently 
high  to  have  released  the  brakes. 

Q.  What  sJioitld  be  done  after  getting  our  cars 
placed  in  the  train  ? 

A.     We  should  wait  until  everything  is  fully  charged. 

Q.     Hoiu  can  we  tell  luhen  the  train  is  charged? 

A.  The  pump  will  about  stop ;  or  place  the  valve  on 
lap,  and  if  everything  is  charged  the  black  hand  will  not 
fall. 

Q,      What  should  then  be  done? 

A.  A  thorough  test  of  piston  travel,  leaks,  and 
retaining  valves  should  be  made  before  attempting  to 
handle  the  train  on  grades. 

Q.     How  mtich  reductio7i  shoiild  be  made? 
A.     A  gradual  twenty-pound  reduction. 

Q.      Why  is  it  necessary  to  make  a  test  ? 

A.  A  part  of  the  pistons  may  be  traveling  against 
the  cylinder  heads,  the  travel  may  be  too  short,  the 
retainers  may  not  be  good,  or  there  may  be  something 
wrong  with  a  triple  that  would  throw  the  whole  train 
into  emergency  when  the  service  application  was  desired, 
in  which  case  freight  might  be  shifted  or  broken,  especi- 
ally in  a  train  partly  equipped  with  air  brakes. 

Q.  In  testing  brakes,  froin  what  point  should 
they  always  be  applied  and  released? 

A.     From  the  engine. 

Q.  Hozu  could  it  happen  that  a  brakem,an  could 
ttirn  an  angle  cock  at  the  i^ear  of  the  train  and 
apply  the  brakes ,  aiid  an  engineer  could  release  the7ny 
but  that  the  ejigineer  could  not  set  them  from  the 
engine  ? 


Train  Handling.  173 

A.  The  lining  of  a  hose  might  be  loose,  so  that  the 
engineer  could  throw  air  back  into  the  train  to  release 
the  brakes,  but  when  a  reduction  w^as  made,  the  air 
flowing  in  the  opposite  direction  might  roll  the  lining 
up  and  close  the  hose. 

O.     Is  this  a  commo7i  occii7're7ice  ? 

A.     No,  but  it  is  by  no  means  unheard  of. 

Q.      What  else  should  always  be  tested? 

A.     The  train  line,  to  see  if  it  leaks,  and  how  much. 

Q.     How  should  this  be  done  ? 

A.  By  making  a  seven-pound  reduction  in  service 
position  and  then  placing  the  valve  on  lap.  Watch  the 
black  hand,  and  the  fall  of  it  will  show  the  leak  on  the 
train  line. 

Q.  Will  not  a  leak  on  the  train  line  show  if  the 
valve  is  simply  lapped  without  Jirst  applying  the 
brakes  ? 

A.  It  will  in  time,  but  not  nearly  so  quickly  as  by 
the  other  w^ay. 

O.       Why  not  ? 

A.  If  the  valve  is  simply  lapped,  the  brakes  are  not 
applied,  the  triples  are  in  release  position,  and  the  feed 
grooves  connect  the  auxiliaries  and  train  line.  If  there 
is  a  leak  in  the  train  line  with  the  triples  in  release  posi- 
tion, the  air  from  the  auxiliaries  will  leak  through  the 
triple  feed  grooves  back  into  the  train  line,  and  not  only 
the  train-line  but  the  auxiliary  pressures  will  have  to  be 
reduced  before  the  black  hand  on  the  gauge  will  register 
the  leak. 

Q.      Why  is  the  other  zcay  quicker  ? 

A.  If  the  brakes  are  first  applied  and  the  valve  then 
placed  on  lap,  the  feed  grooves  in  the  triples  between  the 
auxiliaries  and  train  line  have  been  closed  and  the  leak 


174  Air-Brake  Catechism. 

simply  has  to  reduce  the  train-line  pressure  when  the 
black  hand  will  register  the  leak.  With  a  large  volume 
of  air  a  given  leak  will  reduce  the  pressure  much  more 
slowly  than  the  same  leak  drawing  air  from  a  smaller 
volume. 

Q.  JtLst  as  soon  as  a  train  tips  over  the  summit 
of  a  hill,  what  should  be  done? 

A.  A  reduction  of  train-line  pressure  should  be  made 
to  be  sure  that  no  angle  cocks  have  been  turned  and 
that  the  brakes  take  hold  properly,  also  to  get  the  use  of 
the  retainers  as  soon  as  possible. 

Q.  Hozu  can  we  tell  if  the  angle  cocks  back  of  the 
tank  are  properly  t^irned  ? 

A.  By  the  sound  of  the  train-line  exhaust.  The 
more  cars  of  air  the  greater  the  volume  of  air  on  the 
train  line,  and  the  longer  the  equalizing  piston  will  have 
to  stay  up  to  make  a  given  reduction. 

Q.  What  should  be  done  if  the  brakes  do  not 
hold  properly,  or  we  knozu  by  the  train-line  exhaust 
that  an  an^le  cock  has  been  closed ? 

A.  Blow  brakes  before  the  train  gets  to  moving 
fast. 

Q.  How  much  redtution  should  be  made  for  the 
fir^st  ? 

A.  Not  less  than  five  pounds,  and  after  we  get  over 
fifteen  cars  it  is  better  to  make  a  seven-pound  reduction. 

Q.  hi  a  part  aii^'  train^  zuhat  zuould  be  the  harm 
in  startiitg  with  a  ten-potcnd  reduction  ? 

A.  The  brakes  setting  hard  on  the  air-brake  cars 
would  cause  the  slack  on  the  non-air  cars  to  run  up 
hard,  causing  a  jar  that  would  be  likely  to  damage  the 
car  or  the  contents,  to  say  nothing  of  the  eJBfect  on  the 
crew  in  the  caboose. 


Train  Handling.  175 

Q.  Why  is  a  light  reduction  liable  not  to  set 
the  brakes,  especially  on  a  long  train  ? 

A.  Because,  with  a  large  volume  of  train-line  pressure, 
reductions  are  made  so  slowly  that  there  is  a  tendency 
for  auxiliar}'  pressure  to  feed  through  the  triple  feed 
grooves  into  and  equalize  with  that  in  the  train  line,  in 
which  case  the  triple  pistons  would  not  move;  or,  if  they 
did,  the  air  going  from  the  auxiliary  into  the  brake 
cylinder  very  slowly  w^ould  blow  through  the  leakage 
grooves  past  the  pistons  and  out  to  the  atmosphere. 

Q.  Hozu  vmch  should  be  made  for  the  second 
rednction  ? 

A.  This  is  governed  largely  by  circumstances,  but 
the  best  results  with  long  trains  will  be  gotten  if  no 
very  light  reductions  are  ruade.  If  the  reduction  is 
being  made  on  a  long  train  and  the  packing  rings  of 
some  of  the  triples  are  a  little  loose,  there  is  a  tendency 
on  the  part  of  the  auxiliar}^  pressure,  that  should  go  to 
the  brake  cylinders,  to  leak  back  into  the  train  line 
by  the  packing  ring. 

Q.  We  continue  onr  trairi-line  reductions  tcntil 
filially  02Lr  brakes  are  full  set,  that  is,  all  the  atcxil- 
iary  a7id  brake-cylinder  pressttres  have  equalized. 
How  much  reduction  is  7LS7cally  necessary  to  accom- 
plish this,  if  t lie  piston  travel  is  not  over  8  ijiches? 

A.  About  tT\^enty  pounds,  if  it  is  made  with  one  re- 
duction ;  but  in  handling  a  train  on  a  grade,  if  we 
needed  to  get  all  we  could,  it  v\'ould  be  permissible  to 
make  a  twenty-five-pound  reduction. 

Q.      Give  the  reason  for  this  last  statement. 

A.  In  descending  a  grade,  we  may  have  gone  two, 
three,  or  four  miles,  while  we  have  been  making  a  twenty- 
pound  reduction.  Naturally,  some  of  the  air  put  into 
the  brake  cylinders  has  escaped  by  the  packing  leathers 


176  Air-Brake  Catechism. 

to  the  atmosphere  in  going  this  distance,  and  making 
another  train-line  reduction  will  let  more  auxiliary  press- 
ure to  the  cylinders.  Where  the  twenty-pound  reduc- 
tion was  made  with  one  reduction,  the  air  had  no  time 
to  leak  away  by  the  cylinder  packing  leathers. 

Q.  Siippose  we  had  aheady  made  a  hventy-five- 
poitnd  reduction  and  the  packing  leathers  in  the 
brake  cylinders  were  practically  tight,  if  we  con- 
timced  taking  air  from  the  train  line,  would  the 
brakes  be  set  any  harder  f 

A.     No. 

Q.      Would  we  lose  any  braking  power  ? 

A.     Yes. 

Q.     How  zuould  we  lose  braking  power  f 

A.  The  brake  is  already  full  set,  that  is,  the  auxil- 
iary and  brake- cylinder  pressures  are  equal ;  with  a 
further  reduction  of  train-line  pressure,  no  more  auxil- 
iary pressure  can  go  to  the  cylinder  ;  but  just  as  soon  as 
the  auxiliary  pressure  is  enough  greater  than  that  in  the 
train  line  to  overcome  the  resistance  of  the  graduating 
spring  in  the  triple,  the  triple  piston  will  be  forced  to 
emergency  position,  and  we  will  have  a  direct  connec- 
tion between  the  auxiliary  and  brake  cylinder  through 
the  emergency  port  in  the  end  of  the  slide  valve.  The 
train-line  pressure  being  less  than  that  in  the  auxiliary 
and  cylinder,  both  these  pressures  will  begin  leaking  by 
the  packing  ring  of  the  triple  piston  into  the  train  line. 

Q.  Is  there  any  other  way  in  which  we  would 
lose  braking  power  by  too  heavy  a  train-liiie  re- 
duction f 

A.  Yes  ;  the  train-line  check  in  the  emergency  part 
of  the  triple  is  seldom  air-tight,  owing  to  corrosion. 
When  the  train-line  pressure  is  less  than  that  in  the 
brake  cylinder,  the  brake-cylinder  pressure  forces   the 


Train  Handling.  177 

rubber-seated  valve  from  its  seat  and  leaks  by  the  train- 
line  check  into  the  train  line. 

Q.  Is  there  itsiLaJly  any  warning  to  let  the  en- 
gineer knozu  he  has  made  too  hcazy  a  reduction  ? 

A.  Yes  ;  especially  on  a  long  train,  where  there  are 
more  packing  rings  to  leak. 

Q.      What  is  it? 

A.  Under  these  circumstances  the  equalizing  piston 
is  likely  to  rise  of  its  own  accord,  causing  a  blow  at  the 
train-line  exhaust. 

Q.      What  causes  the  piston  to  rise? 

A.  The  engineer  reduced  the  little  drum  pressure  in 
order  to  cause  the  equalizing  piston  to  rise  and  reduce 
the  train-line  pressure.  It  seated  when  the  train  line 
was  a  trifle  less  than  the  little  drum  pressure.  When 
too  heavy  a  train-line  reduction  had  been  made,  we  saw 
that  the  auxiliary  and  brake-cylinder  pressures  fed  back 
into  the  train  line.  The  train  line  now  being  greater 
than  the  little  drum  pressure,  the  equalizing  piston  is 
forced  from  its  seat,  and  the  blow  at  the  train-line  ex- 
haust continues  as  long  as  air  is  feeding  into  the  train 
line  from  the  auxiliaries  and  brake  c}-linders= 

Q.  Does  the  eqiLalizi^ig piston  always  rise  and 
o^ive  this  warning? 

A.  No  ;  if  the  packing  ring  in  the  equalizing  piston 
is  too  loose,  the  air  feeds  by  and  equalizes  the  little  drum 
and  train -line  pressures,  but  the  braking  power  is  lost 
just  the  same. 

Q,  Is  the  triple  piston  supposed  to  form  a  joint 
on  the  leather  gasket  between  the  triple  head  and 
the  main  body  of  the  triple? 

A.  Yes,  when  the  gasket  is  new,  but  the  gasket 
dries  out  so  that  the  surface  is  not  smooth. 


178  x\ir-Brake  Catechism. 

Q.  What  places  shouldwe  pick  02Lt, if  possible  in 
which  to  recharge  ? 

A.  Where  the  grade  lets  up  a  little  and  on  cun^es 
where  a  train  binds. 

Q.  To  release  brakes,  where  should  tJie  handle  of 
the  engineei^'s  valve  be  placed? 

A.     In  full  release  position. 

Q.      How  long  should  it  be  left  Jicre  ? 

A.  This  is  governed  entirely  by  the  length  of  the 
train.  If,  in  descending  a  grade,  both  hands  on  the 
gauge  show  that  the  train-line  and  main  reservoir  press- 
ures equalize  below  seventy  pounds,  the  valve  should 
be  left  in  this  position  until  both  hands  start  to  go  above 
seventy.  If  the  pressures  equalize  above  seventy  pounds 
when  the  valve  is  thrown  to  full  release  and  stay 
there,  the  valve  should  be  moved  to  running  position 
as  soon  as  the  brakes  are  released,  so  as  not  to  over- 
charg-e  the  auxiliaries. 

Q.  WJiy,  on  a  long  train,  shottld  the  valve  be  left 
in  full  release  position  until  both  hands  start  above 
seventy  poztnds  ? 

A.  A  large  port  connects  the  main  reservoir  and 
train  line  in  this  position  and  a  small  one  in  running 
position,  and  we  get  the  benefit  of  the  excess  pressure 
from  the  main  reservoir  in  recharging ;  the  pump  works 
faster,  and  we  can  charge  the  train  much  more  quickly, 
because  the  train-line  pressure  being  higher  forces  air 
into  the  auxiliaries  faster. 

Brakes  are  likely  to  stick  and  wheels  slide,  especially 
on  a  long  train,  if  we  try  to  release  brakes  in  running 
position. 

Q.      Why  does  the  pump  luork  faster  f 

A.  Because  there  is  less  main  reservoir  pressure  for 
it  to  work  against. 


Train  Handling.  179 

Q.  Why  do  the  last  thi^ee  or  fotcr  potmds  feed 
more  slowly  into  the  train  line,  if  the  valve  is  put  in 
running  position  ? 

A.  Because  when,  in  running  position,  the  train-line 
pressure  is  almost  up  to  that  at  which  the  train-line  gov- 
ernor is  adjusted,  the  spring  in  the  governor  begins  to 
be  compressed  and  allow  the  little  feed  valve  to  partly 
close,  in  which  case  the  pump  will  compress  air  faster 
than  it  can  get  through  the  train-line  governor.  When 
the  main  reservoir  is  charged  to  ninety  pounds,  the 
pump  practically  stops,  and  this  is  likely  to  happen  be- 
fore the  auxiliaries  are  fully  recharged. 

Q.  Why  will  sotJte  brakes  stick  in  trying  to  re- 
lease them  in  rnnning position  ? 

A.  Because  the  train-line  pressure  rising  slowly  may 
feed  by  some  triple  piston-packing  rings,  and  allow  auxil- 
iary pressure  to  keep  equal  with  that  in  the  train  line. 

Q.      Why  will  the  wheels  slide  in  this  case  ? 

A.  Because  the  brake  on  this  car  has  been  left  full 
set  and  the  auxiliary  fully  recharged.  A  five-pound  re- 
duction wnll  probably  set  this  brake  in  full  with  a  press- 
ure of  sixty-five  pounds,  and  this  is  more  than  is  safe, 
especially  with  a  light  car.  If  a  brake  once  sticks  it  is 
very  likely  to  remain  so,  as  the  auxiliary  and  brake- 
cylinder  pressures  equalize  so  high  that  it  requires  a 
higher  train-line  pressure  to  release  this  brake,  and  the 
train-line  pressure  increasing  slowly,  gives  the  air  a  bet- 
ter chance  to  leak  by  the  triple  packing  ring.  A  brake 
acting  this  way  may  be  all  right  if  handled  properly. 

Q.  In  descending  a  grade  after  getting  the  use 
of  the  retainer  arid  having  everything  recharged, 
why  is  a  fivepound  redztction  much  more  effectual 
than  a  fivepound  rediLction  made  withoiU  the  use 
of  the  retainer  ? 


i8o  Air-Brake  Catechism. 

A.  Because  in  one  case  we  are  putting  five  pounds 
from  the  auxiliary  into  fifteen  pounds  in  the  cylinder, 
and  in  the  other  we  are  putting  five  pounds  from  the 
auxiliary  into  an  empty  cylinder,  and  a  part  of  that  put 
in  blows  through  the  leakage  groove  before  the  piston 
travels  far  enough  to  close  it. 

Q.  If  ci  twenty-pound  tram-line  reduction  will 
apply  a  brake  in  fitll  wit Jioitt  the  iLse  of  the  retainer, 
how  nntch  reduction  ought  to  set  the  brake  in  full 
after  getting  its  use  ? 

A.     Not  over  fifteen  pounds. 

Q.  If  alt  i^etainers  are  being  itsed,  is  it  necessary 
after  charging  2ip  to  make  a  five  or  seven  pound  for 
our  first  redtiction  ? 

A.  Yes,  some  of  the  retainers  might  have  been  out 
of  order,  so  as  not  to  hold  any  air  in  the  cylinder,  and 
less  than  a  five-pound  reduction  would  not  catch  these 
brakes  again. 

Q.  What  should  an  engineer  do,  if,  when  he  is 
not  rising  the  brakes,  he  feels  them  applyin.g  so  as 
perceptibly  to  diminish  the  speed  of  the  train? 

A.  He  should  place  the  handle  of  the  engineer's 
valve  on  lap. 

Q.      Why  ? 

A.  Probably  a  hose  has  burst,  or  the  conductor  is 
using  the  conductor's  valve.  If  the  valve  is  not  lapped, 
the  main  reservoir  pressure  will  be  lost,  and  there  will 
be  no  pressure  With  which  to  release  the  brakes  and  re- 
charge the  auxiliaries. 

Q.  Which  is  less  hurtful,  a  leak  that  zuill grad- 
2ially  slow  a  train  up,  or  one  that  will  simply  keep 
the  traiii  running  steadily  f 


Train  Handling.  i8i 

A.  A  leak  that  will  slow  a  train  up  is  much  to  be 
preferred. 

(?.       JF/iy  ? 

A.  If  the  Irak  simply  runs  the  train  steadily  and  the 
engineer  allows  the  pressure  to  gradually  leak  away  be- 
cause he  seems  to  be  making  a  nice,  smooth  run,  he 
would  have  a  hard  time,  stopping  the  train  if  necessity 
demanded  it,  after  the  pressure  had  leaked  down  to  fifty 
pounds. 

Q.  SJioiild  an  engineer  try  to  make  as  smootJi  a 
run  with  air  as  can  be  done  zuitJi  hand  brakes  P 

K.  As  a  rule,  no,  although  on  some  light  grades  a 
few  retainers  will  run  them  smoothly.  On  heavy  grades 
and  long  trains  it  is  necessar\"  to  slow  up  to  recharge. 

Q.      What  sJioidd  ahuays  be  done^  zuhcre  possible, 
in  making  train-line  reductions? 
A.     Watch  the  gauge. 

Q.  How  do  yo2t  account  for  the  fact  that  some- 
times, after  a  seven-ponnd  reduction  of  little  drum 
pressure  is  made  and  the  valve  lapped^  the  gauge 
records  only  a  fvepound  reduction  zvhen  the  train- 
line  exhaust  closes  / 

A.  The  packing  ring  in  the  equalizing  piston  is 
loose,  and  train-line  pressure  has  fed  by  it  into  the  little 
drum. 

Q.  Is  this  more  likely  to  happen  on  a  long  or  a 
short  train  ? 

A.     On  a  long  train. 

a      Why  ? 

A.  As  there  is  a  greater  volume  of  air  on  the  train 
line  of  a  long  train,  it  takes  longer  to  reduce  the  press- 
ure, and  the  train-line  pressure  has  a  longer  time  to 
leak  in  the  manner  described. 


1 83  Air-Brake  Catechism. 

Q.  If  a  quick  reduction  is  made  in  emergency 
with  the  engine  alo7ie,  and  the  valve  is  tJien  placed 
on  lap,  why  is  the  tank  or  driver  brake  likely  to 
kick  off  after  a  few  secoitds,  although  they  zvould 
stay  set  in  service  application  ? 

A.  In  emergency  position,  air  is  drawn  direct  from 
the  train  line  without  taking  any  from  the  little  drum. 
When  the  valve  is  placed  on  lap,  the  little  drum  press- 
ure leaks  by  the  packing  ring  of  the  equalizing  piston, 
raises  the  train-line  pressure,  and  kicks  off  one  or  both 
brakes. 

Q.  Why  will  this  happen  on  an  engine  ajid  not 
on  a  train  ? 

A.  The  volume  of  air  on  the  train  line  of  an  engine 
alone  is  very  small,  and  a  slight  leak  into  it  is  sufficient 
to  raise  the  train-line  pressure  and  release  the  brake. 
With  a  train,  the  train-line  volume  is  so  large  that  the 
leakage  into  it  from  the  little  drum  is  not  sufficient  to 
aff'ect  the  triples. 

Q.  The  7^ e lease  of  the  brakes  07i  the  engine  alo7te, 
after  the  tise  of  the  e77iergency ,  is  ascribed  by  so77ze  to 
the  surge  of  air.     Is  this  the  cause  f 

A.  No  ;  a  surge  of  air  would  release  the  brake  almost 
instantly.  The  brake  does  not  release  sometimes  until 
five  or  ten  seconds  have  passed. 

Q.  Why  will  tins  happen  07i  07ie  e7igi7ie  a7id  7iot 
071  a7iother  f 

A.  This  simply  means  that  on  one  the  triple  piston- 
packing  rings  are  looser  than  that  in  the  equalizing 
piston,  and  the  train-line  pressure  feeds  by  the  triple 
piston  and  equalizes  with  that  in  the  auxiliaries. 

Q.      The  above  7tsically  happe7is  zuhen  stoppi7ig  a7i 


Train  Handling.  183 

engine  at  a  water-crane  or  on  a  titrntable.  How 
are  these  stops  best  made  with  tJie  air  ? 

A.  One  application  is  best  to  use  witli  an  engine 
alone.  If  we  find  that  we  are  stopping  three  or  four 
feet  short,  open  the  throttle,  and  the  engine  can  be  helped 
along  a  short  distance  and  a  smoother  stop  be  made. 

Q.  What  happens  every  time  yoit  7cse  the  einer- 
gency  on  a  tttrntable  ? 

A.  You  strike  the  table  a  blow  equal  to  the  w^eight 
of  your  engine  multiplied  by  the  speed  at  which  you  are 
moving,  and  then,  if  the  turntable  breaks  down,  wonder 
why  the  company  does  not  provide  a  decent  table. 

Q.  In  making  a  luater-tank  stop  with  a  pas- 
senger train,  how  should  it  be  do7ie  to  avoid  a  jar  to 
the  train  and  passengers  ? 

A.  The  stop  should  be  made  with  two  applications 
of  the  brake,  except  the  grade  is  too  steep  and  the  press- 
ure too  low  for  safety. 

Q.  How  do  we  handle  the  valve  to  make  the 
first  release  so  that  the  brakes  will  respond  with  the 
first  reduction  ? 

A.  When  the  speed  of  the  train  has  been  reduced  to 
about  three  miles  an  hour,  throw  the  valve  handle  to 
full  release  and  bring  it  back  on  lap  immediately. 

O.      Why  bring  it  back  on  lap  ? 

A.  So  as  not  to  raise  the  train-line  pressure  too  high. 
The  feed  grooves  in  the  triples  are  small,  and  have  only 
three  or  four  seconds  in  which  to  equalize  the  train-line 
and  auxiliar}'  pressures.  If  the  valve  is  left  in  full  re- 
lease or  running  position,  and  the  train-line  pressure  gets 
to  seventy  pounds,  and  there  is,  say,  only  fifty-five  pounds 
in  the  auxiliaries,  the  triple  pistons  will  not  move  to  serv- 
ice position  until  over  a  fifteen-pound  reduction  of  train- 
line  pressure  has  been  made.  By  the  time  we  have  made 
this  amount  of  reduction  in  service  position  we  shall 


184  Air-Brake  Catechism. 

have  gone  by  the  water- crane,  unless  we  use  the  emer- 
gency, and  that  is  what  is  usually  done  if  the  engineer 
is  not  up  to  date. 

Q.  When  shoitld  brakes  be  released  on  a  pas- 
senger train  f 

A.     Just  before  the  train  stops. 

Q.  What  shoztld  be  done  on  a  grade  just  heavy 
enouirh  so  that  the  train  will  start  iinth  the  brakes 
released  ? 

A.  Stop  the  same  as  at  a  water-crane.  No  jar  will 
be  felt  with  a  light  application. 

Q.     How  about  a  heavy  grade  ? 

A.  Our  stop  will  then  depend  on  the  grade  and  our 
pressure.  Safety  should  be  of  first  importance,  even 
if  the  stop  is  a  trifle  rough. 

Q.  What  snakes  the  jar,  if  tJie  brakes  are  not 
released  before  the  train  stops  ? 

A.  With  the  brakes  set  hard,  the  trucks  are  dis- 
torted, and  it  is  the  struggle  of  the  trucks  to  right  them- 
selves that  causes  the  jar. 

Q.  Ca7i  brakes  be  released longei^  before  stopping 
after  a  light  or  a  heavy  reduction  f 

A.  After  a  heavy  reduction,  as  there  is  more  air  in 
the  cylinders  to  be  gotten  rid  of,  and  the  brakes  release 
more  slowly. 

Q.      What  is  ineant  by  an  application  f 
A.     It   covers   all   the    time  from    the  moment   the 
brake  is  applied  until  it  is  released  ;   three  or  four  re- 
ductions may  be  made  during  one  application. 

Q.  In  making  a  stop  zuith  a  freight  train,  when 
should  brakes  be  released? 

A.     After  the   train  comes  to  a  full  stop,  to  avoid 


Train  Handling.  185 

breaking  the  train  in  two  if  the  slack  runs  out  hard  in 
releasing  before  stopping. 

Q.  If  we  have  stopped  sJiort  wiiJi  a  freight 
train,  and  need  to  release  before  stopping  to  pull  up 
farther,  what  should  be  done  ? 

A.  We  should  wait  for  the  slack  to  adjust  itself  in 
the  train  before  using  steam.  Even  then  the  steam 
should  be  used  very  cautiously. 

Q.  In  riLnning passenger  trains  over  cross-overs 
to  get  around  freights,  what  care  sho7ild  be  take^i  ? 

A.  To  do  this,  brakes  have  to  be  used  when  flagged, 
at  the  upper  cross- over,  low^er  cross-over,  and  usually  at  a 
station.  We  should  charge  up  as  much  as  possible 
after  each  application.  Do  not  follow  the  plan  of  re- 
leasing and  putting  the  valve  on  lap  in  such  a  case,  to 
be  sure  the  triples  will  respond  quickly.  They  will 
respond  quickly,  but  if  the  station  stop  is  on  a  grade, 
you  may  not  have  air  enough  left  to  make  it  when  you 
get  there. 

Q.  What  is  the  7isual  cause  of  trains  running 
azuay  ? 

A.  Making  a  great  many  reductions  without  oc- 
casionally charging  up,  or  allowing  the  pressure  to  leak 
away,  because  the  train  is  running  steady,  and  then 
when  we  get  ready  to  recharge,  not  having  enough  air 
left  to  slo\v  up  the  train. 

Q.  On  a  fast  pa.ssenger  run,  how  may  time  be 
saved  in  using  the  brake? 

A.  By  waiting  longer  before  applying  the  brakes  and 
then  making  a  ten-pound  reduction  at  the  start. 

Q.      Will  this  not  jar  the  passengers  ? 

A.  Not  when  going  fast.  Passenger  trains  are  con- 
tinuous, and  there  is  ver}-  little  slack  to  run  up.     A  ten- 


1 86  Air-Brakk  Catechis:vi. 

pound  reduction  made  with  a  train  moving  ten  miles  an 
hour  would  produce  a  very  unpleasant  sensation  to  pas- 
sengers, where  at  forty  miles  an  hour  it  would  not  be 
noticed.  This  is  explained  in  the  subject  High-Speed 
Brake. 

O.     Should  bj^akcs  be  tested  z?i  takzjio-  on  cars  ? 

A.  Yes,  to  be  sure  that  the  brakes  on  these  cars 
work  properly,  and  that  the  brakes  back  of  them  can  be 
applied  and  released  through  them. 

Q.  When  all  retamers  on  a  train  are  not  neces- 
sary, hoiu  should  they  be  ztsed  ? 

A.  At  the  head  end  if  the  grade  is  short ;  otherwise 
change  them  around  and  use  them  on  every  other  car, 
so  as  not  to  overheat  any  v/lieels. 

Q.  If  tJie  brakes  are  applied  and  the  engineer 
wishes  to  release  and  drift  tzuo  or  three  hundred 
feet  before  stoppi^tg,  zuhat  sJiozild  be  done  ? 

A.  Enough  retainers  should  be  put  in  operation  to 
keep  the  slack  bunched. 

Q.      WJien  should  hand  brakes  be  used? 

A.  On  the  rear  of  a  part  air  train  when  backing  it 
into  a  siding,  or,  if  it  stands  on  a  knoll,  to  keep  the 
slack  from  running  back. 

Q.  Should  hand  brakes  arid  air  brakes  be  used 
together  on  the  same  car  ? 

A.  This  is  a  risky  practice.  If  the  tv/o  brakes  work 
together,  we  are  very  likely  to  slide  wheels,  and  if  they 
work  in  opposition,  there  is  danger  of  a  brakeman  being 
thrown  from  the  car,  and  the  hand  brake  being  applied 
will  take  up  the  slack  in  the  brake  rigging,  so  that  the 
piston  cannot  get  by  the  leakage  groove. 

Q.     If  hand  brakes  be  itsed  back  of  the  air,  if 


Train  Handling.  187 

there  are  not  enottgh  air  brakes  to  control  the  train, 
what  is  likely  to  happen  ? 

A.  This  is  likely  to  produce  a  bad  effect  when  the 
air  brakes  are  released.  If  the  retainers  are  poor  and 
allow  the  slack  to  run  out,  the  train  may  be  broken 
in  two. 

Q,  If  hand  brakes  are  to  be  used  with  the  air, 
where  should  they  be  applied  ? 

A.     Next  to  the  air. 

Q.  Should  driver  brakes  be  cnt  iri  when  descend- 
ing a  heavy  grade  ? 

A.  Always,  or  so  much  more  work  is  thrown  on  the 
car  brakes. 

Q.  If  an  air-brake  train  shonld  be  stalled  on  a 
grade,  should  part  of  the  train  be  left  with  air 
brakes  to  hold  them  luitil  the  engine  comes  back  ? 

A.  No  ;  the  air  brakes  should  be  released  one  at  a 
time,  and  the  hand  brakes  applied.  If  left  with  the  air 
holding  them,  the  air  might  leak  off  and  allow  the  train 
to  run  away . 

Q.  When  brakes  are  full  set,  the  long  travel 
brakes  are  easier  to  release.  They  may  be  released 
and  leave  the  short  travel  brakes  applied.  Is  this 
good  practice  in  holding  trains? 

A.  No  ;  it  is  very  bad  practice.  A  train  may  be 
broken  in  two  in  this  way. 

0.  If  brakes  stick  and  zuill  not  release  by  placing 
the  valve  in  full  release,  zvhat  shottld  be  done  ? 

x\.  Make  a  full  service  reduction  and  then,  with  a 
full  excess  pressure,  throw  to  full  release.  If  a  release 
from  the  engine  is  possible,  this  will  accomplish  it. 


i88  Air-Brake  Catechism. 

Q.  What  Jiarm  is  there  iii  pulling  hose  apart 
instead  of  iLUconpling  them  ? 

A.  The  couplings  are  likely  to  be  sprung  so  that 
they  cannot  be  coupled  again,  and  the  train  line  is  likely 
to  be  torn  from  the  car  or  engine. 

Q.  Does  it  do  any  Jiarm  to  lean  on  the  rotary 
ha^idle  when  the  brakes  are  applied? 

A.  Yes;  if  the  dovetail  piece  that  fits  into  the  rotary 
is  tight  on  account  of  dirt  and  gum,  the  rotary  may  be 
cocked  so  as  to  allow  main  reser^^oir  pressure  to  feed  into 
the  train  line  under  the  rotary  and  release  some  of  the 
brakes. 

Q.  What  is  the  trouble,  when  there  is  a  leak  on 
the  train  line^  if  the  engine  is  alone,  but  coupled  to 
tight  cars,  the  leak  does  not  show  ? 

A.  The  leak  is  in  the  angle  cock  at  the  rear  of  the 
tender.  When  coupled  to  a  train,  the  leak  is  not  noticed 
as  the  cock  is  open.  With  the  engine  alone  the  cock 
leaking  allows  air  to  pass  out  of  the  hose  to  the  atmos- 
phere. 

Q.  I7i  double  heading,  which  eiigine  should  han- 
dle the  brakes  ? 

A.     The  lead  engine. 

Q.      What  shotild  the  second  engineer  do  ? 

A.  Turn  the  cut-out  cock  under  his  valve,  and  under 
no  circumstance,  unless  told  to,  should  he  cut  in  and 
interfere  with  the  work  of  the  lead  engine. 

Q.  If  the  pusher  engiiie  has  no  cut-out  cock, 
what  sho7Lld  be  done  ? 

A.     The  valve  should  be  placed  on  lap. 

Q.  In  this  case,  why  does  the  eqitalizing  piston 
sometimes  rise  ? 


Train  Handung.  189 

A.  Because  the  lead  engineer  increases  train-line 
pressure  to  release  the  brakes,  and  the  pressure  under- 
neath the  equalizing  piston  is  greater  than  that  above  it. 

Q.     How  may  it  be  seated  ? 

A.  By  putting  the  handle  in  full  release  position 
long  enough  to  charge  the  little  drum  and  seat  the  pis- 
ton. 

Q.  In  case  of  eme7^gency ,  when  it  is  necessary 
for  iLS  to  leave  the  engine,  what  skoitld  be  done  f 

A.  Throw  the  engineer's  valve  to  full  emergency 
position  and  leave  it  there.  In  our  hurry,  if  we  tried  to 
lap  the  valve,  we  might  get  it  into  running  position  and 
release  the  brakes. 

Q.  Why  ongJit  we  never  to  bring  onr  valve  back 
from  emergency positio7i  too  quickly  ? 

A.  There  might  be  two  or  three  cars  cut  out,  a 
couple  of  plain  triples,  a  contracted  passage,  or  a  couple 
of  cars  that  would  not  go  into  quick  action  on  account  of 
dirty  strainers.  If  these  cars  were  together,  they  would 
not  help  to  carry  the  quick  action  back.  Generally  a 
quick-action  triple  will  not  send  a  quick  reduction 
through  five  cars  which  are  cut  out.  In  this  case,  if 
the  engineer's  valve  had  been  lapped  too  quickly,  the 
surge  of  air  ahead  from  the  rear  end  would  release  the 
head  brakes,  and  all  we  would  have  would  be  a  very 
light  service  reduction  on  the  cars  back  of  those  cut 
out.  If  we  leave  the  engineer's  valve  in  emergency 
position  long  enough,  we  could  at  least  get  the  full 
service  application  on  these  cars,  and  the  emergency 
on  those  ahead  of  the  cars  cut  out. 

Q.  If  we  zu ere  going  into  a  head  end  collision, 
and  we  thottght  we  could  stop  all  right  and  start 
back^  how  should  the  valve  be  handled  ? 

A.     Set  the  brakes  in  emergency  and  gradually  return 


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Air-3rake  Catechism. 


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192  Air-Brakk  Catechism. 

the  valve  to  lap  to  save  train-line  pressure  to  help 
release  brakes.  If  the  handle  were  left  in  emergency 
position,  on  a  long  train  the  main  reservoir  pressure 
would  not  be  able  to  raise  that  in  the  train  line  suffi- 
ciently to  release  the  brakes. 

O.  Should  the  eno'ine  be  reve^^sed  zuhen  the 
di'iver  brakes  are  applied,  if  we  ivisJi  to  stop  quickly  ? 

A.  No;  the  following  test,  made  by  Mr.  Thomas, 
Assistant  General  IManager  of  the  N.  C.  and  St.  L-,  clearly 
demonstrates  that  the  air  brake  used  alone  is  better 
than  the  brakes  with  the  reverse  lever,  or  than  the 
reverse  lever  alone. 

The  result  of  these  tests  was  published  in  the  ^95 
Air-Brake  Proceedings,  and  is  given  on  pages  190  and  191. 

The  conditions  of  the  test  were  as  follows  : 

Driving  brake  power,  seventy  per  cent  ;  tender,  one 
hundred  per  cent  ;  N.  C.  &  St.  L.  coaches,  ninety  per 
cent  ;  Pullman  sleeper,  forty  to  one  hundred  and  one 
per  cent. 

Boyer  speed  recorder  was  used  and  tests  were  made  : 
first,  brakes  applied  ;  second,  engine  reversed  ;  third, 
sand  lever  opened.  Track  was  level,  in  best  possible 
condition,  and  all  circumstances  favorable. 

From  the  record  of  tests  the  following  valuable  in- 
formation was  derived : 

First.  Best  stops  are  made  with  braking  power  not 
quite  strong  enough  to  skid  wheels. 

Second.  Length  of  stop  is  the  same  in  reversing  the 
engine  whether  cylinder  cocks  are  open  or  closed. 

Third.  The  wheels  did  not  lock  rigidly  when  the 
engine  was  reversed  without  the  brakes  being  used. 

Fourth.  The  tests  demonstrated  that  the  brakes  used 
alone  are  better  than  wath  the  engine  being  reversed. 
The  stoj)  is  quicker,  and  there  are  no  flat  spots  obtained. 

Fifth.     Enouofh  sand  is  much  better  than  too  much.' 


Train  Handling.  193 

Sixth.  Sand  should  be  used  before  wheels  start 
skidding,  as  its  use  will  not  start  the  wheels  revolving 
when  once  skidding  ;  it  will  simply  increase  the  flat 
spots. 

Seventh.  Sand  being  used  on  a  straight  track,  the 
drivers  did  not  lock  when  the  engine  v/as  reversed,  but 
on  a  curve  they  would.  On  a  curve  the  engine  rocks, 
and  sand  is  not  so  likely  to  strike  the  rail. 

Eighth.  In  expected  emergencies,  the  drivers  did  not 
lock  when  sand  was  used  before  brakes  were  applied 
and  engine  reversed,  but  it  took  so  long  to  get  the  sand 
running  first  that,  in  the  end,  the  stop  was  not  made  as 
quickly  as  with  unexpected  emergencies  where  the  en- 
gine was  not  reversed. 

Ninth.  The  unexpected  emergencies  are  the  ones 
that  bear  the  most  weight,  as  expected  emergencies  are 
practically  unheard  of. 

The  table  on  page  194  will  be  of  interest,  as  it  shows 
how  quickly  air-brake  trains  can  be  stopped  when  fitted 
with  the  Westinghouse  quick-action  brake. 

The  train  consisted  of  fifty  Pennsylvania  60,000  capac- 
ity box  cars  whose  light  weight  was  30,000  pounds 
each. 


194 


Air-Brake  Catechism. 


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DESCRIPTION  OF  TESTS. 

1.  Emergency  stops,  train  running  at  *t\venty  miles 
per  hour. 

2.  Emergency  stops,  train  running  at  *  forty  miles 
per  hour. 

3.  Applying  brakes  while  train  was  standing  still,  to 
show  rapidity  of  application. 

4.  Emergency  stops,  train  running  at  *  forty  miles 
per  hour. 

5.  Service  stops  and  time  of  release=  Exhibition  of 
smoothness  of  ordinary  stop  and  time  of  release. 

6.  Hand  brake  stops  at  *  twenty  miles  per  hour  with 
five  brakemen  at  their  posts.  At  Buffalo  there  were 
seven  brakemen . 

7.  Breaking  train  in  two. 

8.  Emergency  at  *  twenty  miles  per  hour,  the  brake 
leverage  having  been  increased  to  give  the  quickest  stop 
possible.  In  the  seven  previous  tests  the  usual  safe 
braking  power  was  used. 

9.  Emergency  stop  at  *  forty  miles  per  hour,  same 
leverage  as  test  8. 

10.  A  train  of  twenty  freight  cars  and  a  train  of 
twelve  ordinary  passenger  coaches,  run  along  beside 
each  other  on  parallel  tracks,  each  being  about  the  same 
weight  and  length  of  trains,  and  the  brakes  applied  at 
the  same  time.  This  shows  the  relative  stopping  power 
of  the  old  and  the  new  brake. 

*  Speed  attempted  ;  actual  speeds  attained  are  given  in  statement 
and  as  read  from  speed  gauge  on  engine.  Fractions  of  miles  and 
seconds  are  omitted.  Two  engines  were  used  in  making  tests  at  St- 
Paul,  and  one  in  other  tests. 


PIPING. 

Q,  WJiat  should  be  done  in  prepai^ing pipe  for 
use  f 

A.  After  bending  the  pipe  it  should  be  blown  out 
with  steam  to  get  rid  of  scale  and  dirt.  If  there  is  no 
steam  at  hand,  air  should  be  used.  Under  no  consider- 
ation should  pipe  be  used  without  first  being  cleaned. 
All  fins  should  be  carefully  removed  to  prevent  their 
working  loose  and  clogging  strainers. 

O.  What  shoidd  be  done  to  the  pipe  wJiile  it  is 
being  blozun  out  ? 

iV.     It  should  be  tapped  lightly  to  loosen  the  scale. 

Q.  WJiat  size  pipe  should  be  nsed  in  the  differ- 
ent paints  of  the  system? I  ? 

A.  The  sizes  given  in  the  air-brake  catalogues  are 
correct  and  should  be  strictly  adhered  to. 

Q,  When  nosing  red  lead  on  pipe,  how  should  it 
be  applied? 

A.  Always  on  the  outside  of  the  thread  to  be  screwed 
in,  as  in  this  way  the  red  lead  will  not  get  inside  the 
pipe. 

Q,     In  applying  piping,  what  should  be  avoided? 

A.  No  sags  should  be  allowed  in  which  water  might 
collect ;  v\^here  practicable,  gentle  bends  should  be  sub- 
stituted for  elbows,  and  very  short  bends  should  be 
avoided. 

O.      Why  are  elbozus  or  short  bends  nnde  sir  able  ? 
A.     The  friction  caused  by  them  retards  the  flow  of 
air  wheu  a  sudden  reduction  is  desired  in  emergency. 


Piping.  197 

Q.  Could  pipe  zuork  be  so  crooked  and  elbozus  so 
itumero7cs  on  an  engine  that  a  sicfficiently  qicick  re- 
duction to  cause  emergency  woidd  not  go  through  an 
engine  ? 

A.  Yes  ;  this  has  been  found  so  on  engines,  but  the 
trouble  was  remedied  when  the  number  of  elbows  and 
bends  was  reduced. 

Q.     Hozu  should  pipe  luork  be  secttred  ? 

A.  By  clamps  that  will  hold  the  pipe  rigidly  in 
place  so  as  not  to  allow  the  pipes  to  be  moved,  holes  to 
be  chafed  in  them,  or  any  vibration  to  exist. 

O,  After  the  pipe  work  is  applied,  what  should 
be  done  ? 

A.  It  should  be  thoroughly  tested  under  full  press- 
ure, and  the  leaks  detected  by  the  use  of  soapsuds. 

Q.     After  the  pipe  is  tested,  what  should  be  done  ? 

A.  It  should  be  painted  with  a  rust-proof  paint  and 
one,  if  possible,  that  will  not  be  affected  by  salt  water 
dripping  from  refrigerator  cars  or  by  the  acid  in  soft 
coal. 

Q.  Why  is  larger  pipe  nsed  on  freight  than  on 
passenger  cars  ? 

A.  Because  on  a  long  freight  train  a  sudden  reduc- 
tion will  travel  through  the  large  pipe  more  quickly,  as 
the  larger  the  pipe  the  less  the  friction  exerted  to  the 
passage  of  the  air. 

O.      Is  there  any  other  reason  ? 

A.  Yes  ;  in  emergency,  with  quick-action  triples  air 
from  the  train  line  is  put  into  the  brake  cylinder ;  a 
freight  car  being  shorter  than  a  passenger  car,  the  larger 
pipe  makes  the  volume  of  air  in  the  train  pipe  more 
nearly  equal  to  that  in  the  smaller  pipe  used  on  the 
longer  passenger  cars. 


THE  M.  C.  B.  RULES. 

The  following  was  taken  from  the  '98  M.  C.  B.  Rules 
of  Interchange  as  applying  particularly  to  air  brakes  : 

Brakks. 

dkfkcts  of  brakes  which  justify  repairs. 

Sec.  20,  RuivE  3  Defective,  missing  or  worn-out 
parts  of  brakes  which  have  failed  under  fair  usage,  ex- 
cept on^cars  offered  in  interchange. 

Note.— Air-brake  hose  and  fittings,  angle  cocks,  cut  out  cocks, 
triple  valves,  release  valves  and  pressure-retaining  valves  cannot 
responsible.  ">  be  missing  under  fair  usage. 

Sec.  21.  Cylinder  or  triple  valve  of  air-brake  cars 
1  not  cleaned  and  oiled  within  twelve  months  and  the 
I  date  of  the  last  cleaning  and  oiling  marked  on  the 
I  brake  cylinder  with  white  paint. 


Owners 


Delivering 
Company 
responsible. 


f  Sec.  22.  If  i-inch  hose  and  fittings  are  found  on 
I  i>4-inch  train  pipe. 

I  Sec.  230  Damage  to  any  part  of  the  brake  apparatus 
i  caused  by  unfair  usage,  derailment  or  accident. 

Note.— If  the  car  has  air-signal  pipes  or  air-brake  pipes,  but 
no  air  bi'akes,  the  hose  and  couplings  on  the  car  are  at  ovi^ner's 
risk,  unless  the  car  is  stenciled  that  it  is  so  equipped. 

IMPROPER   REPAIRS. 

r  Sec.  34,  Rui,E  3.  An}-  company  making  improper 
I  repairs  is  solely  responsible  to  the  owners,  with  the 
I  exception  of  the  cases  provided  for  in  Section  22  of 

Company  Rnlp   7. 

making  J  ^^>^^    V 

j      The  company  making  such  improper  repairs  shall 
place  upon  the  car,  at  the  time  and  place  that  the 
I  work   is  done,  an  M.   C.   B.  defect  card,  which  card 
l^ shall  state  the  wrong  material  used. 


repairs 
responsible 


The  M.  C.  B.  Rules.  199 

Sec.  5,  RUI.E  4.  When  M.  C.  B.  couplers  of  another 
make  are  placed  upon  a  car,  the  uncoupling  arrange- 
ments shall  be  made  operative  at  the  expense  of  the 
companj'  making  the  repairs. 

When  M.  C.  B.  couplers,  knuckles,  metal  brake 
beams,  wheels  or  axles  are  replaced  under  conditions 
which  make  them  chargeable  to  the  owner,  it  must  be 
plainly  stated  on  the  repair  card  and  stub  whether  the 
material  is  new  or  secondhand. 

Sec.  4,  Rule  5.  Bills  may  be  rendered  against  car 
owners  for  the  labor  only  of  replacing  couplers,  draw- 
bars, brake  beams  (including  their  attachments,  such 
as  shoes,  heads,  jaws,  and  hangers),  brake  levers,  top 
and  bottom  brake  rods  that  have  been  lost  on  the  line 
of  the  company  making  the  repairs. 

Note,  Rule  5.— In  rendering  bills  for  owner's  defects,  the  fol- 
lowing should  be  observed  : 

No  ciedit  for  scrap  and  no  charge  for  labor  shall  be  allowed  in 
renewing  biake  shoes. 

Sec.  10,  RUI.E  5.  Bills  for  repairs  made  under  these 
rules  and  for  material  furnished  shall  be  in  conformity 
with  schedules  of  prices  and  credits  for  the  articles 
enumerated  below  : 


Material.  Charge.  Credit. 


Air-brake  hose,    ij.^  inch,    complete    with 

fittings  applied $2.00 

Air-brake  hose,  i34  inch,  credit  for  fittings 

for  same 

Air-brake  hose,  i  inch ,  complete  with  fittings 

applied 1 .75 

Air-brake  hose,  i    inch,  credit   for  fittings 

for  same 

Bolts,  nuts,  and  forgings,  finishea . . .  per  lb.         .03 

Castings,  rough  iron '  *      I        .01 J^ 

"  "        malleable  iron   "      I        .03 

steel "      !        .05 

Chain 


.80 


.80 
He. 
He. 


Sec.    18,  Rule  5.     The  folloving  table  shov.s  the 


200  Air-Brake  Catechism. 

labor  charges  allowable,  in  cents,  for  the  items  named 
in  air-brake  work  : 

Angle  cock,  renewing 5 

Angle  cock,  handle,  renewing 5 

Coupling,  dummy,  applying 5 

Cut-out  cock,  renewing 15 

Cut-out  cock,  handle,  renewing 5 

Cylinder  body  or  reservoir,  or  both,  renewing. .  .  25 

Cylinder  and  reservoir,  tightening  when  loose. .  .  10 

Cylinder  release  spring,  renewing 10 

Cylinder  gasket,  renewing 20 

Check  valve  case,  renewing 10 

Check  valve  case  gasket 10 

Gasket,  coupling,  renewing 3 

Pipe,  renewing  one  section '. 10 

Pipe,  securing  to  body 10 

Pipe  nipple  on  end  of  train  pipe  renewed 5 

Piston,  renewing 10 

Piston,  packing  leather,  renewing 15 

Pressure-retaining  valve,  repairing 15 

Release  valve,  repairing 10 

Release  valve  rod,  repairing 10 

Strainer,  renewing 5 

Triple  slide  valve,  repairing.  .  . , 40 

Triple  emergency  valve  seat,  repairing 10 

Triple  valve  gasket,  renewing 10 

Triple  valve  cleaned  and  oiled 10 

Cylinder  cleaned  and  oiled 15 

Sec.  19.  The  settlement  prices  of  new  eight-wheel 
cars  shall  be  as  follows,  wnth  an  addition  of  $36  for 
each  car  equipped  with  air  brakes.  The  road  destroy- 
ing a  car  with  air  brakes  may  elect  to  return  the  air- 
brake apparatus,  including  such  attachments  as  are 
usually  furnished  by  the  air-brake  manufacturer,  com- 
plete and  in  good  condition. 

BODIES. 

Note,  Rule  5.— An  additional  charge  of  75  cents  shall  be  al- 
lowed in  replacing  intermediate  or  center  sills  on  cars  equipped 
with  air  brakes. 


The  M.  C.  B.  Rules.  201 

No  charge  to  be  made  for  labor  of  replacing  or  applying  M.  C. 
B.  knuckles,  knuckle  pins,  locking  pins,  clevises,  brake  shoes  or 
brake-shoe  ke\-s. 

Sec.  20,  RcLE  5.  Depreciation  due  to  age  shall  be 
estimated  at  six  per  cent  per  annum  upon  the  yearly 
depreciated  value  of  the  bodies  and  trucks  only  ;  pro- 
vided, however,  that  allowances  for  depreciation  shall 
in  no  case  exceed  sixty  per  cent  of  the  value  new. 
The  amount,  $36,  for  air  brakes  shall  not  be  subject  to 
any  depreciation. 


BRAKING  POWER  AND  LEVERAGE. 

O.      WJiat  is  meant  by  braking poiucr  ? 
A.     The    force    applied    by    the    shoes  against  the 
wheels  to  stop  the  motion  of  a  car. 

Q.  What  is  meant  by  the  percentage  of  braking 
pozuer  ? 

A.  The  total  brake- shoe  pressure  as  compared  to  the 
light  weight  of  the  car.  The  percentage  is  found  by 
dividing  the  total  braking  power  by  the  light  weight  of 
a  car. 

Q.  What  per  cent  of  the  iv eight  of  a  car  is  iised 
as  braking  poiucr  on  a  freigJit  car  ? 

A.  Usually  about  seventy  per  cent  or  seven- tenths 
of  the  light  weight  of  the  car. 

Q.      On  a  passenger  car  ? 

A.  Usually  ninety  per  cent  or  nine-tenths  of  the 
light  weight  of  the  car,  excepting  with  the  high-speed 
brake. 

Q,  Can  tJiese  percentages  be  2ised  if  the  car  Jias 
tzuo  six-zuheel  trucks,  and  only  tzuo  pairs  of  zvheels 
on  each  car  are  braked  f 

A.  No ;  the  percentages  given  refer  to  a  certain  per 
cent  of  the  total  w^eight  on  the  rail  of  the  braked 
wheels. 


Q.      What  per  cent  of  braking  pozuer  is  used 


in 


de  si  oiling  driver  brakes  ? 


Braking  Power  and  Leverage.     203 

A.  Usually  seventy-five  per  cent  or  three- fourths  of 
the  weight  on  the  drivers  when  the  engine  is  ready  for 
the  road. 

Q.  WJiat per  cent  of  braking poiuer  is  ttsed  on 
tenders  ? 

A.     Usually  one  hundred  per  cent. 

Q.  Why  IS  a  larger  per  cent  of  braking  power 
used  on  tenders  than  on  enoines  or  cars  ? 

A.     Because  tenders  are  practically  always  loaded. 

O.  Hozu  lucre  these  percentages  determined  on  as 
safe  ? 

A.     By  actual  tests  in  the  different  kinds  of  service. 

Q.  What  br a  Jze-cy Under  pressure  is  used  in  fig- 
uring the  braking  power  with  the  different  sizes  of 
cylinders  ? 

A.  Sixty  pounds  where  using  quick-action  triples, 
and  fifty  pounds  with  the  plain  triples  are  figured  as  the 
cylinder  pressure  when  the  brakes  are  full  set. 

This  does  not  refer  to  the  quick-action  triple  as  used 
with  the  reinforced  brake. 

Q.  Hozu  do  we  calculate  the  force  acting  on  the 
pnsJi  rod  dice  to  the  pressure  in  the  cylinder  acting 
on  the  piston  ? 

A.  Multiply  the  diameter  of  the  piston  by  itself;  the 
product  by  the  decimal  .7854,  and  this  last  product  by 
the  pressure  in  the  brake  cylinder. 

Q.  What  force  luould  act  ori  the  push  rod  of  an 
8-inch  cylinder  using  a  quick-actioji  triple  ? 

x\.  8  X  8  X  .7854  X  60  =  3015,  usually  figured  as 
3000  pounds. 

Q.      With  a  plain  triple  ? 


204  Air-Brake  Catechism. 

A.  8  X  8  X  .7854  X  50  =  2513,  usually  figured  as 
2500  pounds. 

Q.  Explain  the  difference  in  tJie  percentage  of 
braking  power  of  a  freight  car  light,  and  the  same 
car  wJien  loaded  to  its  f  nil  capacity. 

A.  Seventy  per  cent  of  the  light  weight  of  a  freight 
car  is  considered  safe  braking  power. 

If  the  light  weight  of  a  freight  car  is  25,000  pounds, 
it  is  given  17,500  pounds  braking  power.  If  the  capac- 
ity of  the  car  is  60,000  pounds,  when  loaded  to  its  full 
capacity  the  total  weight  of  the  car  and  contents  is  25,- 
000  +  60,000,  or  85,000  pounds,  but  w^e  have  only  the 
brake-shoe  pressure  to  stop  the  car  loaded  that  is  used 
when  it  is  light.  In  emergency,  we  get  about  sixty 
pounds  pressure  in  the  brake  cylinder  and  have  seventy 
per  cent  braking  power  with  a  light  car,  but  with  the 
car  loaded,  when  the  brakes  are  set  in  emergenc}',  the 
braking  power  is  only  twenty  and  one-half  per  cent  of 
the  total  weight  of  this  car. 

Ill  ordinary  service  application  we  obtain  about  fifty 
pounds  pressure  in  the  brake  cylinder.  This  reduces 
the  maximum  braking  power  one-sixth,  so  that  we  use 
fifty-eight  per  cent  braking  power  when  the  car  is  light, 
but  when  the  car  is  loaded,  the  percentage  of  braking 
power  to  the  total  weight  of  the  car  and  contents  is  only 
seventeen  per  cent. 

Q.  How  is  the  perce7itage  of  braking  power  of  a 
passefiger  car  affected  by  its  load? 

A.  Not  very  much,  because  ninety  per  cent  of  the 
light  weight  of  the  car  is  used  as  braking  power,  and 
when  loaded,  the  additional  weight  is  seldom  as  much  as 
10,000  pounds. 

O.  ]V!iat  forces  are  figured  as  acting  at  the  push 
rod  with  the  different  sized  cylinders,  the  cylinder 
pressure  bei?ig  figured  at  fifty  poiinds  in  service  and 


Braking  Power  and  Leverage. 


205 


sixty  in  cviergcncy  luiih  the  qitick-action  triple,  and 
fifty  ponnds  with  the  plain  triple  in  either  service 
or  e77iergency  ? 

A.     Service  application  : 

6  in.  8  in.  10  in. 

1400  2500  4000 

Emergency  application  : 

1700  3000  4700 


12  m. 
5600 

6800 


14  m. 

7700 


9200 


By  using  the  following  cuts  and  formulae,  the  brak- 
ing power  on  a  car  with  any  kind  of  leverage  may  be 
figured. 


^. 4r 


LEVER  OF  1st  KIND 


FORMULA 
F^  a^ 


Fxb 
W 


F= 


Wxa 


b= 


Wxa 


Fig.  34.— Lever  of  ist  Kind. 

There  are  three  classes  of  levers  : 

I.  When  the  fulcrum  c  (Figs.  33  and   34)  is  betw^een 
the  force  F  and  the  weight  W. 

II.  When  the  weight  W  (Figs,  35  and  36)  is  between 
the  force  F  and  the  fulcrum  c. 


2o6  Air-Brake  Catechism. 

III.  When  the  force  F  (Vigs.  37  and  38)  is  between 
the  weight  IT  and  the  fulcrum  c. 

Figs.  33  and  34  represent  a  lever  of  the  first  class. 

O.  JVhat  brakcsJioe  pressure  W  will  result 
with  a  force  F  =  2000  pozLuds,  b  =  16  inches, 
a  =^  8  inches  ? 

^..      F  y.  h                 2000  X  16         ,.. 
A.      \V  = or    W= or    11  =4000 

(1  o 

pounds. 

The  forces  IF  and  F  act  in  the  same  direction  on  the 
levers,  and  the  force  at  c  acts  on  the  lever  in  an  opposite 
direction  from  both  and  must  be  equal  to  their  sum,  or 
6000  pounds. 

Q.  What  is  the  distance  a  if  F  =  2000,  b  =  16 
inches^  and  W  =  ^000  ? 

Fy,b         ^    .      .  , 

A.      a  =  — -~-  ;  substitutmg  values, 

2000  X  16  o  •      1 

a  = or  a  =  8  inches. 

4000 

Q,  JVhat  is  the  force  F,  when  IF  =  ^000,  a  = 
8  inches,  and  b  =  16  incJies  ? 

A.     F  =  — - — -  ;  substituting  values, 

^       4000  X  8 

-r  =  ^ or  i*  =  2000  pounds. 

Q,  How  do  we  find  b  if  IV  =  ^ouu  pounds, 
F  =  2000  pounds,  a7id  a  =  8  inches  ? 

A.     6  = j^ —  ;   substituting  values, 

4000  X  8 

0  =  or  0  =  ID  inches. 

2000 


Braking  Power  and  Leverage. 


207 


Figs.  35  and  36  represent  levers  of  the  second  class 
with  the  weight  between  the  fulcrum  c  and  the  force  F. 
Assume  that  F  =  2000  pounds,  a  =  8   inches,  d  = 


16  inches,  and  b 


c/,  or  24  inches. 


^ 


-d— 


LEVER  0F2ndKIMD 
Fig.  35. 

Q.      IV/mtis  IV:? 

Fx  b 


A.      W 


;  substituting  values, 


W=~ ^       ^.  or  W  =  6000  pounds. 


FORMULAE. 


W= 


Wxa 


W 


Wxa 


-Lever  of  2xd  Kind. 

In  this  class  of  levers  we  see  that  the  forces  F  and  11 
act  in  opposite  directions  on  the  lever,  and  the  force  ex- 
erted at  c  will  be  equal  to  the  difference  between  F  and 
)r,  or  4000  pounds. 

We  ma}^  compute  values  for  a,  F  or  6,  as  was  illus- 
trated in  the  first  class  of  levers,  if  we  know  the  values 
of  the  other  three. 


2o8 


Air-Brake  Catechism. 


Figs.  37  and  38  represent  the  third  class  of  lever  with 
the  force  F  exerted  between  the  weight  \V  and  the 
fnlcrnm  c. 

Assume  that  F  =  2000  pounds,  6=8  inches, 
d  =  16  inches,  a  =  h  -{-  rf,  or  24. 


0 


— d-- 


LEVEROFSrdKIND 
Fig.  37. 


FORMULA 


W 


Fx  b 


a= 


Fxb 
W 


F_Wxa 
b 


._Wxa 


Fig.  38. — Lever  of  3RD  kind. 
Q.      What  is  Wf 

F  X  h 


A.      W 


substitutino:  values. 


j|7=l?^^    or  IF  =6661  pounds. 
24 

TT'andi^act  in  opposite  directions  on  the  lever  in 
this  case,  and  the  force  exerted  at  the  fulcrum  c  will  be 
equal  to  the  difference  between  F  and  W  or,  in  this  case, 
1333J  pounds. 


Braking  Power  and  Leverage. 


209 


The  other  three  formulae  may  be  used  to  find  the 
value  of  a,  F,  or  b  when  the  other  three  values  are 
known,  as  already  shown. 

Besides  speaking  of  levers  as  first,  second,  and  third 
class,  they  are  known  by  their  proportions  as  i  to  i,  2 
to  I,  2 J  to  I,  etc.,  according  to  the  amount  the  force 
F  is  raised  or  diminished,  due  to  the  class  and  propor- 
tions of  the  levers  employed. 

To  find  the  proportion  of  a  lever  of  the  first  class, 
divide  the  distance  of  the  fulcrum  c  to  the  force  F  by 
the  distance  from  the  fulcrum  c  to  the  weight  IT;  or,  re- 
ferring to  Fig.  ;^T^,  it  would  be  : 

6-f-aor  16  ^8  =  2.  This  proportion  of  lever 
would  be  called  a  2  to  i  lever. 

The  force  F  is  multiplied  by  2  at  W. 

In  the  second  class,  or  Fig.  35,  the  proportion  of 
the  lever  would  be  represented  by  :  b  ^  a  or  2^  ~  8  = 
3,  or  a  3  to  I  lever. 

In  the  third  class,  or  Fig,  37,  the  proportion  of  the 
lever  would  be  represented  by:  6  -^  a  or  8  ^-  24  =  J, 
or  a  J  to  I  lever,  in  which  case  the  porportion  and  class 
of  levers  reduces  the  force  3  to  i  instead  of  increasing  it. 


6800  LBS. 


HODGE  SYSTEM 


Fig,  39. 


Having   studied   the  classes  of  levers,  we   will   now 


2IO  Air-Brake  Catechism. 

make  a  practical  application  of  their  use  in  figuring  the 
proportion  of  the  levers  to  be  applied  to  a  car  of  given 
weight. 

We  wish  to  design  a  brake  for  a  passenger  car,  the 
weight  of  which  is  60,000  pounds,  and  use  the  Hodge 
system  of  levers  as  shown  in  the  sketch. 

Ninety  per  cent  or  nine-tenths  of  60,000  pounds  is 
54,000  pounds.  54,000  pounds  will  be  the  safe  braking 
power  to  apply  to  the  wheels  of  a  passenger  car  weigh- 
ing 60,000  pounds. 

54,000  H-  4  =  13,500,  or  the  amount  of  braking 
power  to  be  developed  at  each  brake  beam. 

The  length  of  the  truck  levers  has  to  be  determined 
from  the  truck  construction.  We  will  suppose  the  di- 
mensions to  be — long  end,  28  inches  ;  short  end,  7  inches. 

The  truck  levers  are  of  the  second  class  and  substitut- 
ing the  values  in  the  formula  (Fig.  36). 

F  = or  i^  =  ^^^ 1^  or  i^  ^  2700 

^  35 

That  is,  to  get  a  power  W  of  13,500  pounds  against 
the  brake  beam,  a  force  of  2700  pounds  is  necessary  at 
the  top  of  the  live  truck  lever. 

The  forces  F  and  W  act  on  the  live  lever  in  opposite 
directions,  so  the  force  acting  at  fulcrum  c  will  be 
13,500  —  2700  =  10,800.  This  power  is  transmitted  to 
the  bottom  of  the  dead  lever,  which  is  of  the  same  class 
as  the  live  lever  ;  but  the  force  F  is  applied  at  the  bot- 
tom instead  of  the  top  of  the  lever. 

We  have  from  Fig.  36  : 

TIT  F    X    b  ^j^         10,800  X    ^O  T-r 

W  =  or  W=  — '- ^  or  w  =  i^.sco 

a  24  ^'"^ 

So  that,  with  a  force  of  2700  pounds  acting  at  the  top 
of  the  live  lever  of  the  dimensions  given,  a  power  IF  of 
13,500  pounds  is  developed  at  each  truck,  brake  beam. 


Braking  Power  and  Leverage.  211 

The  dead  truck  lever  need  not  be  of  the  same  length 
as  the  live  lever,  but  the  proportions  between  the  holes 
must  be  the  same  in  each. 

The  force  of  2700  pounds  that  acts  on  the  top  of  the 
live  lever  also  acts  at  A^,  the  end  of  the  floating  lever, 
and  we  must  now  determine  what  force  must  act  on  the 
rod  that  connects  the  end  of  the  cylinder  lever  with  the 
floating  lever. 

This  rod  is  connected  at  the  middle  of  the  floating 
lever,  and  the  power  at  this  point  must  be  sufficient  to 
develop  a  force  of  2  700  pounds  at  each  end  of  the  float- 
ing lever. 

The  force  exerted  at  the  middle  must  be  2X2700  or 
5400  pounds,  as  half  of  this  amount  is  given  to  each  end' 
of  the  floating  lever. 

This  5400  pounds  acting  at  the  center  of  the  floating 
lever  must  also  act  at  the  end  of  the  cylinder  lever, 
being  connected  directly  with  it. 

What  we  now  wish  to  determine  is,  with  any  desired 
length  over  all,  how  must  the  holes  be  spaced  in  the 
cylinder  lever  that  the  pressure  acting  on  the  push  rod 
will  produce  a  force  of  5400  pounds  at  the  outer  end  of 
the  cylinder  lever. 

A  12-inch  cylinder  is  recommended  by  the  Westing- 
house  Company  to  be  used  with  this  weight  of  car.  The 
brake  set  in  emergency  with  a  T2-incli  cylinder  gives 
us  a  push  at  the  piston  rod  of  6800  pounds.  We  will 
suppose  the  distance  between  the  outside  holes  of  the 
cylinder  lever  to  be  30  inches. 

The  following  rule  will  enable  us  to  locate  the  mid- 
dle hole  in  the  cylinder  lever  to  vWiich  the  tie  rod  is 
attached. 

Multiply  the  force  acting  at  the  piston  by  the 
length  of  the  lever  between  the  ontside    holes,  and 


212  Air-Brake  Catechism. 

divide  tJie  product  by  the  sum  of  the  forces  acting  at 
both  ends  of  the  cylinder  lever.  The  result  will  be 
the  distance  from  the  middle  hole  of  the  cylinder 
lever  to  the  hole  to  which  the  connection  running  to 
the  floating  lever  is  attached. 

Applying  this  rule  to  our  problem  we  have 
6800  X  30  =  204,000 
6800  -h  5400  =  12,200 
204,000  -^  12,200  =  16.72 
30  —  16.72  ^  13-28 

The  distance  between  the  holes  at  the  short  end  is 
13.28  and  the  long  end  16.72  inches,  and,  according  to 
the  rule,  the  long  end  is  connected  to  the  connection 
running  to  the  floating  lever. 

The  force  exerted  at  the  middle  hole  of  the  cylinder 
lever  is  also  communicated  to  a  hole  similarly  placed  in 
the  other  cylinder  lever,  so  that,  using  the  same  levers, 
we  will  obtain  the  same  braking  power  on  the  wheels  of 
the  other  truck. 

In  figuring  the  levers  for  the  Stevens  system  of  lever- 
age, the  power  desired  at  the  top  of  the  live  lever  is 
figured  the  same  as  just  explained. 

When  we  know  this  force,  we  know  that  the  same 
power  has  to  exist  at  the  outer  end  of  the  cylinder  lever, 
as  the  Stevens  system  has  no  floating  lever. 

This  we  figure  by  the  rule  already  given  for  spacing 
the  holes  in  the  cylinder  levers. 

To  figure  the  braking  power  of  a  car  already  equipped, 
we  start  with  the  force  acting  on  the  piston  rod  and 
work  towards  the  truck  levers  by  the  aid  of  the  formulae 
given. 

To  use  the  formulae,  first  determine  the  class  of  lever 
with  which  we  have  to  deal. 

The  foregoing  illustrations  were  a  practical  applica- 


Braking  Power  and  Leverage.  213 

tion  of  the  formulae,  in  calculating  the  proportion  of 
levers  that  would  give  a  proper  braking  power  on  a  car 
of  known  weight. 

We  will  now  consider  a  shorter  method  of  calculating 
the  proportion  of  levers  for  a  Hodge  and  for  the  Stevens 
systems  of  leverage  for  this  same  car. 


RULES. 

To  find  total  power  required : 

Take  seventy  pei^  cent  of  light  weight  for  freight 
brake^  and7iinety  per  cent  for  a  passenger  car. 
To  find  leverage  required  : 

Divide  the  total  power  required  by  the  total 
pressure  on  the  piston. 

To  find  the  proportion  of  the  brake  beam  levers  when 
brake  beam  is  connected  to  middle  hole  of  lever  : 

Divide  total  length  of  lever  by  the  short  end. 
To  find  the  proportion  of  the  brake  beam  levers  when 
brake  beam  is  connected  to  bottom  hole  of  lever : 

Divide  the  long  end  of  the  lever  by  the  short  end. 

To  find  the  total  brake  beam  leverage  : 

Multiply  the  proportioit  of  the  brake  beam 
levers  by  2  for  the  Hodge,  and  by  4  for  the  Stevens 
system. 

To  find  the  proportion  of  the  cylinder  levers  : 

Multiply  the  whole  length  of  the  lever  by  the 
required  leverage,  and  divide  the  product  by  the 
total  brake  beam  leverage  plus  the  required  leverage. 
The  result  will  be  the  distance  between  the  holes  at 
one  end  of  the  lever. 

How  to  connect  the  cylinder  lever  : 

If  the  total  push  07i  the  piston  is  to  be  raised  at 
the  other  end  of  the  cylinder  lever,  connect  tJie piston 


Rules. 


215 


to  the  long  end ;   if  it  is  to  be  reduced,  connect  the 
piston  to  the  short  end. 

Example — Hodge  Syste.al 

Weight  of  car     .  .  .         60,000  pounds 

Ninety  per  cent  of  weight  54,000       " 

Total  pressure  on  piston  (12''  cyl.) 

in  emergency  .  .  6800         ' ' 

Total  length  of  brake  beam  levers        35  inches 
Length  of  short  end  of  brake  beam 

lever      .         .         .         .         .  7    " 

Total  length  of  cylinder  levers  30     ' ' 

Applying  preceding  rules  to  above  we  have  : 
54,000  -f-  6800  =  ^.94  leverage  required. 
35  -i-7  =  5,   5  X  2  =  10  =  total  brake  beam  lever- 
age. 

30  X  7.94  =  238.20. 

238.20  -^  (10  -h  7.94)  =  13.28  inches — short  end  of 
cylinder  lever. 

30  —  13-28  =  16.72  inches — long  end  of  cylinder  lever. 

Example— Stevens  System. 

Weight  of  car  and  dimensions  of  truck  levers  same  as 
in  foregoing  problem,  and  the  cylinder  lever  the  same 
distance  overall. 

54,000  -^-68oo  =  7.94  leverage  required. 

35  -^  7  =  5- 

5  X  4  =  20,  total  brake  beam  leverage. 
30  X  7.94  =  238.20. 

238.20  -f-  (7.94  -}-  20)  =  8.52  inches — short  end 
cylinder  lever. 

30  —  8. 52  =  21.48  inches — long  end  cylinder  lever. 


SIZES  OF  CYLINDERS  TO  BE  USED  ON  CARS 
AND  TENDERS  OF  DIFFERENT  WEIGHTS. 

14'^  brake  cylinder  on  passenger  cars  whose  light 
weight  exceeds  70,000  pounds. 

\2"  brake  cylinder  on  passenger  cars  whose  light 
weight  exceeds  50,000  pounds. 

10^^  brake  cylinder  on  passenger  cars  whose  light 
weight  is  less  than  50,000  pounds. 

6"  brake  cylinder  on  freight  cars  whose  light  weight 
is  less  than  15,000  pounds. 

8'^  brake  cylinder  on  freight  cars  whose  light  weight 
exceeds  15,000  pounds. 

10'''  brake  cylinder  on  tenders  whose  light  weight 
exceeds  35,000  pounds. 

8^'  brake  cylinder  on  tenders  whose  light  weight  is 
less  than  35,000  pounds. 


AMERICAN  BRAKE  LEVERAGE. 

Q.  Hoiu  do  you  find  the  brakiiig  power  07i  an 
engine  equipped  with  the  American  equalized  brake 
as  shown  in  sketch,  page  218  ? 

A.  ]\Iultiply  the  cylinder  value,  or  total  push  on  the 
piston,  by  the  long  lever  aim,  and  divide  this  product 
by  the  short  lever  arm.  This  result  multiplied  by  2 
gives  the  total  braking  power. 

Q.  With  the  long  lever  arm  2^  inches  long  and 
the  short  arm  5,  what  braking  power  would  zue  have^ 
using  12-inch  cylinders  ? 

A.     56,000  pounds. 
Thus  : 

5600  X  25  =  140,000 

140,000  H—  5  =    28,000 

28,000  X    2  =    56,000 

Q.  If  any  different  design  of  rigging  were  used 
than  that  shoiun  in  the  sketch,  how  could  the  braking 
pozuer  be  figured? 

A.  First  find  the  power  exerted  at  the  bottom  of  the 
rocker  shaft  and  use  this  in  connection  with  the  cuts 
illustrating  the  different  classes  of  levers. 

Q.  What  per  cent  of  the  total  weight  on  drivers 
is  used  as  braking poiver  with  driver  brakes  ? 

A.  Seventy- five  per  cent  of  the  engine's  weight  on 
the  drivers  when  readv  for  the  road. 


2l8 


Air-Brake  Catechism. 


O.      What  braking  power  should  be  tised  on  an 
engine  whose  weight  on  drivers  is  go, 666 pounds? 
A.     90,666  X  .75  =  68,000  pounds. 

O.  What  weight  should  be  on  the  drivers  for 
a7i  engine  to  have  68,000  pounds  braking  power  ? 

A.     68,000  ^r~  .JS  =  90,666  pounds. 

Q.  How  should  the  holes  be  spaced  in  levers  A 
and  D  on  an  engi^ie  having  tzuo  pairs  of  drivers,  to 
give  an  equal  braking  power  on  each  wheel? 

A.  The  middle  hole  in  A  should  be  equidistant 
from  the  two  outside  ones.  The  hole  in  the  lever  at  D 
should  be  so  as  to  have  the  connection  attached  at  k 
stand  about  parallel  with  the  track.  The  corresponding 
hole  k  at  the  other  end  of  the  lever  D  must  be  placed  the 
same  distance  from  the  other  end. 


A  B 

Fig.  40. — American  Equalized  Brake. 


Q.  How  should  the  holes  be  spaced  in  levers  A, 
B,  and  D,  if  on  a  mogul  or  engine  having  three 
pairs  of  drivers  ? 

A.  The  distance  e,  lever  .1,  should  be  one-half  the 
distance/.  The  distance  ,^,  lever  B,  should  be  equal  to 
Ifi.  The  hole  /:,  lever  D,  should  be  the  same  as  on  an 
engine  having  two  pairs  of  drivers. 


American  Brake  Leverage.  219 

O.  How  should  tJie  holes  in  the  levers  A,  B,  C, 
and  D  be  spaced  on  a  consolidation  or  engine  zuith 
fv  nr  pairs  of  drivers  ? 

A.  The  distance  e  in  lever  ^1  should  be  one- third  of/. 
The  distance  f/,  lever  B,  should  be  one-half  of  h.  The 
distance  i,  lever  C,  should  be  equal  to  J.  The  hole  h  in 
lever  I)  should  be  the  same  as  with  an  engine  having 
two  or  three  pairs  of  drivers. 


CAM  BRAKE. 

The  following  simple  rule  to  find  the  braking  power 
developed  by  a  cam  brake  is  given  by  Mr.  H.  A. 
Wahlert,  of  the  American  Brake  Company. 

Take  two  wires  and  place  them  between  the  brake 
shoe  and  the  wheel ;  one  at  the  top  and  one  at  the 
bottom  of  the  shoe.  Apply  the  brakes  fully,  and  then 
measure  the  piston  travel.  Now  release  the  brakes,  re- 
charge, and  then  apply  fully  again.  Measure  the  piston 
travel  again,  and  note  how  much  more  it  has  increased. 
Divide  the  additional  travel  had  upon  removing  the 
wires  by  the  thickness  of  the  wire,  and  multiply  this  by 
the  value  of  the  cylinder.  The  result  is  the  braking 
power  on  each  brake  shoe. 

Four  times  this  power  is  the  total  braking  power  de- 
veloped on  all  four  shoes. 

EXAMPLE. 

Thickness  of  wires,  J  inch. 

Piston  travel,  with  wires  inserted  according  to  rule, 
3  inches. 

Piston  travel,  with  wires  removed,  3 J  inches. 

Value  of  8-inch  cylinder,  2500  pounds. 

3 J  inches  —  3  inches  =  J  inch. 

J  inch  -^r—  J  inch  =  4. 

2500  pounds  X  4  =  10,000  pounds  on  each  brake 
shoe. 

10,000  pounds  X  4  =  40,000  pounds  on  all  four 
brake  shoes. 


A  FEW  PRACTICAL   FORMUL-^   AND   RULES 
FOR  AIR-BRAKE  INSPECTORS. 

(I)     Braking  power  ^  ^^^^^  ^ 

^        Cylinder    value  ^ 


(2) 

(3) 


i-incli  piston  travel         Shoe   movement   for 


Total  leverage  inch  of  piston  travel. 

Shoe  wear  Total  increase  of  piston  travel 

Shoe  movement  ""  to  wear  out  a  set  of  shoes, 
for     I    inch    of 
piston  travel 

Illustration  of  above  Formula. 

Assume  : 

Weight  of  car  =  40,000  pounds  ;  it  is  to  be  braked  at 
ninety  per  cent  of  its  weight  ;  lo-inch  cylinder  used  ; 
shoes  I J  inches  thick. 

Ninety  per  cent  of  40,000  =  36,000  pounds.  The 
cylinder  value,  or  push  on  the  piston,  of  a  lo-inch 
cylinder,  when  the  brake  is  set  in  emergency  with  a 
quick-action  triple,  is  4700  pounds. 

Substituting  values  in  the  equations  - 
36^0  _^^^ 
4700 
7.66  is  the  total  leverage  ;    that  is,  the  push  of  4700 
pounds  on  the  piston  must  be  multiplied  7.66  times  to 
give  the  proper  braking  power. 

(2)  ^^^.i3''oril 
^  ^  7.66         ^         100 


222  Air-Brake  Catechism. 

Vttu  of  an  inch  is  the  distance  that  the  brake  shoes  will 
move  for  each  inch  that  the  piston  travels. 

(3)  — -^  or   — ^    =    II. 5  or  Hi 
•13  -13 

II J  inches  is  the  distance  the  piston  travel  would 
have  to  increase  to  wear  out  a  set  of  shoes  \\  inches 
thick. 

To  find  the  distance  in  which  a  train  should  be 
stopped,  all  other  things  being  equal,  the  distance  and 
speed  of  any  one  stop  being  known  : 

Ride  :  Multiply  the  known  distance  by  the  sgnare 
of  the  speed  for  which  proportionate  distance  is  de- 
sired, a7id  divide  the  product  by  the  square  of  the 
speed  at  zuhich  knozun  stop  was  made. 

For  example  : 

If  a  train  at  a  speed  of  thirty  miles  per  hour  was 
stopped  in  two  hundred  feet,  in  what  distance  should  it  be 
stopped  at  a  speed  of  fifty  miles  per  hour  ? 

Square  of  30  =  30  X  30  =  900. 
Square  of  50  =  50  X  50  =  2500. 

2500  X  200  ^  ^^^,  ^^^ 
900 

To  find  the  area  of  a  piston  : 

Multiply  tJie  diameter  of  the  piston  by  itself^  and 
this  prodtut  by  the  decimal ,"/ 8^^. 

Example  : 

What  is  the  area  of  an  8-inch  piston? 

8"  X  8  ==  64  sq.  in. 

64  sq.  in.  X  .7854  =  50.26  sq.  in. 


Formula  and  Rules.  223 

50.26   square  inches  is  the  area  of  the  piston  ;  that  is 
the  number  of  square  inches  in    a   circle  8   inches    in 
diameter. 

To  find  the  volume  or  cubical  contents  of  a  cylinder  : 

Multiply  the  diamctc?^  of  the  cylinder  by  itself, 
this  product  by  the  decimal  .yS^^,  and  this  product 
by  the  length  of  the  cylinder. 

Example :      « 

What  is  the  volume  of  a  cylinder  8  inches  in  diameter 
and  one  foot  long? 

8''  X  8  =  64  sq.  in. 

64  sq.  in.  X   .7854  =  50.26  sq.  in. 

50.26  sq.  in.  X   12  =  603.12  cu.  in. 

To  find  the  pressure  at  which  an  auxiliary  and  brake 
cylinder  will  equalize  with  a  full  service  application  of 
the  brake  using  an  initial  pressure  of  seventy  pounds  in 
the  train  line  and  auxiliary : 

M2iltit)ly  the  capacity  of  the  auxiliary  in  cubic 
inches  Oy  eighty-five  pounds  {seventy  pounds  train- 
ane  pressu7^e  pliLS  fifteen  pou7zds  atmospheric  press- 
ure), and  divide  the  prod2ut  by  the  combined  capacity 
of  the  axillary  and  brake  cylinder.  The  quotit^it 
will  be^  approximately,  the  pressure  phis  fifteen 
pounds  atmospheric  pressure.  This  is  not  absohitely 
correct,  as  it  does  not  take  into  account  the  clearance 
hi  the  cy Holder  back  of  the  piston  with  the  brake 
released.  This  ustcally  corresponds  to  about  i  inch 
of  piston  travel. 

Example : 

Capacity  of  freight  auxiliary  reservoir  =  1625  cu.  in. 
Capacity  of  8-inch  brake  cylinder  with  8-inch  piston 
travel  =  400  cu.  in. 


224  Air-Brake  Catechism. 

1625  X  85  =  138,125      138,125  ^  (1625  +  400)  =  68 
68  lbs.  —  15  =  53  lbs. 
Fifty-three   pounds   is  the   pressure   obtained  in  the 
auxiliary  and  brake  cylinder  with  the  brake  full  set  in 
service. 


INDEX. 


An  asterisk  (*)  denotes  the  subject  is  illustrated. 


Air  brake,  straight  17,18 

Air  brake, Westinghouse  Automat- 
ic  IS,  21 

Air  brakes  used  with  hand  brakes, 

18B.  187 

Air  brakes  vs.  hand  brakes  . .  .181.  194 

American  brake  leverage '217-219 

American  brake,  power  developed,  217 
American  brake,  spacing  of  lever 
holes 218,219 

*  American  equalized  brake 218 

Application  of  brake 184 

Area  of  piston ,  rule 222 

Automatic    air    brake,    Westing- 
house 18,  21 

Auxiliarv,  bleeding 16S 

Auxiliary,  charging 27,  31,  32 

Auxiliary  leaks 47 

Auxiliary  not  charged 167 

Auxiliary  use 53 

Bleeding  auxiliary 168 

Brake  c\iinder  pressure 56  59 

Brake   cylinder     pressure,    emer- 
gency  58-60 

Brake  cylinder  pressure  table 57 

Brake  inoperative 167 

Brake  stuck 16S,  170,  179,  187 

*  Brake  valve.  D  8  106,  llD,  111 

Brake  valve.  D   8,  bottom  view  of 

rotary 112 

Brake  valve,  D  8,  emergency  posi- 
tion      112 

Brake  valve,  D  8,  excess  pressure. 

115,116 

Brake  valve,  D  8,  excess  pressure 

spring ...   116 

Brake   valve,  D  8,  excess  pressure 

valve 116,  117 

Brake  valve,  D  8,  full  release  posi- 
tion    1 C7 

Brake  valve,  D  8,  lap  position 109 

Brake    valve,  D   8,  on  lap,    main 

reservoir  pressure 116  117 

Brake  valve,  D  8,  operation. . .   .106-113 
Brake  valve, D  8, pipe  connections.  107 
Brake  valve,  D  8.  positions,  107-109,112 
Brake  valve,  D  8,  pressure  adjust- 
ment  115,116 

Brake  valve,  D  8,  pump  governor..  116 
Brake  valve,  D  8, rotary  leaking, 115, 117 
Brake    valve,  D  8,  running    posi- 
tion  108, 109 

Brake    valve,    D  8,    service    posi- 
tion   109,111 


PAGE 

Brake   valve,    D  8,   slot  in   rotary 

seat n-i.  113 

Brake  valve,  D  8,  troubles 114-117 

Brake  valve, D  8,  with  pump  gover- 
nor     1('9 

Brake  valve,  F  6 61-105 

Brake  valve,  F  6,   adjustment    of 

pump  governor 87 

Brake  valve,  F  6,  and  brake  valve, 

D8,  comparison 107,  108.  118,  119 

Brake  valve,  F  6,  connections..  ..       ^1 

*  Brake  valve.  F  6 b2,  84,  86 

Brake  valve,  F  6,  emergency  posi- 
tion      91 

Brake  valve,  F  6,  excess  pressure, 

94,  95,  102 

Brake  valve,  F  6,  lap  position   88 

Brake  valve,  F  6,  parts 81 

Brake  valve,  F  6,  positions.  .81,  83. 

85,  8S,  89,  91 

Brake  valve, F  6,  release  position,  83,  So 
Brake  valve,  F  6,    rotary,  bottom 

view 90 

Brake  valve,  F  6,  running  po.sition 

85,  87 

Brake  valve, F  6,ser%'ice  position,  89,  9J 

Brake  valve,  F  6,  use 81 

Brake  valve,  location 80 

Brake  valve,  reservoir.    Stf  Little 
drum. 

Brake  valves,  engineer's 79-119 

Brake  valves  now  in  use SO 

Braking  power 202 

Braking  power  and  leverage — 202-220 

Braking  power,  car  light 204 

Braking  power,  car  loaded 204 

Braking  power,  cylinder  pressure 

used  in  figuring 203 

Braking  power,  force  on  push  rod, 

........ 203,204 

Braking  power  lost  by  too  heavy 

reductions 176,177 

Braking  power,  percentage 202 

Braking  power,  percentages  deter- 
mined   203 

Braking  power,  percentage  used 

on  freight  car 202 

Braking  power,   percentage  used 

on  passenger  car 202 

Braking  power,   percentage    used 

on  tenders 208 

Braking  power,   percentage   ui^ed 

with  driver  brakes 202,  203,  217 

Braking  power,  to  find  weight  of 
engine  on  drivers 218 


226 


Index. 


An  asterisk  (*)  denotes  the  subject  is  illustrated. 


PAGE 

Brakes    applied   from    engine    in 

testing  1T2,  ITo 

Brakes  applied  with    rear    angle 

cock 166 

Brakes,  applying,  lap  valve 180 

Brakes,  poor,  necessary  steps 174 

Brakes  released  on  grades 1T8,  179 

Brakes,  releasing 59-61 

Broken  graduating  pin 45 

*  Bushing,  slide  valve... 39 


Cam  brake . .   

Capacity  of  pumps 

Car  discharge  valve 

*  Car  discharge  valve 

Cavity  D.     See  Little  drum. 

Charging  of  auxiliary 27,  31 

Charging  train 165, 

*  Comparative  efficiency  of  West- 
inghouse  brakes    

Cooling  of  pump 

Cut  of  freight  equipment 

Cylinder  lever 

Cylinders,  power  developed.. .  .204, 
Cvlinders,  sizes 


220 
121 
145 
147 


172 

161 
13(1 
52 
55 
21 '5 
216 


D  8  brake  valve.     See  Brake  valve 
D  8. 

D  8  valve,  equalizing  piston 117 

Dead  lever 55 

Diaphragm    in    old    style    pump 

governor 142 

Discharge  valve  of  pump,  stuck ...   127 
Discharge  valves    of    pump,  poor 

seats  128 

Double  heading 1S8,  189 

Drain  plug 37 

Drip  pipe  in  pump  governor 1 89 

Driver  brakes,  cut  out 1S7 

Driver  brake  release  using  emer- 
gency   182 

Driver  brakes,  used  with  reverse 

lever 190-192 

Dry  pipe  leak 120 

Dry  steam 120 

Emergency,  brake  cylinder  press- 
ure   58-60 

Emergency  check  valve 36  38 

Emergency'  piston 36-38 

Emergency  port 37,  38 

Emergency    position,    D    8  brake 

valve 112 

Emergenc}'   position,    F  6    brake 

valve 01 

Emergency      position     of     plain 

triple 33 

Emergency  used,  loss    of    driver 

brake 1S2 

Emergency    used,    loss    of    tank 

brake     182 

Emergency,  use  of. 189.  192 

Emergency  valve 36-3S,  47-49 

Emergency    with    service    reduc- 
tion     169 


Engine  changes  necessary  for  high- 
speed brake 162 

Engineer's  brake  valve,  location..    80 

Engineer's  brake  valves  in  use SO 

Engineer's  brake  valves,  West- 
inghouse 79-119 

Engineer's  D  8  brake  valve.  See 
Brake  valve,  D  8. 

Engineer's  F  6  brake  valve.  See 
Brake  valve,  F6. 

Equalization  between  auxiliary 
and  cylinder,  rule 223.  224 

Equalizing  piston,  D  8  valve 117 

Equalizing  piston,  will  not  rise, 
. 102,103 

Excess  pressure 92 

Excess  pressure,  D  8  brake  valve, 
115,116 

Excess  pressure,  F  6  brake  valve, 
94,  95, 102 

F;xcess  pressure  spring,  D  8  brake 
valve     116 

F^xce.ss  pressure  valve,  D  8  brake 
valve... 116,117 

Exhaust  port 37,    38 

Expander  ring 51 

K  6  brake  valve,  leaks 102-105 

F  6  brake  valve,  troubles 102-105 

F  6  engineer's   brake  valve.     See 

Brake  valve,  F  6. 

Feed  grooves 31,  32,  37,  42 

*Feed  valve 94 

Feed  valve 93-97 

Feed  valve,  duty 93 

Feed  valve,  no  excess 94,  95 

Feed  valve,  operation 93 

Feed  valve,  removal  of. 97 

Feed  valve,  troubles 94-97 

Feed  valve,  when  used 93 

♦Freight  equipment 52 

Freight  equipment  parts 51,  53,  54 

Freight  equipment,  Westinghou.se, 

51-54 

Freight    service,   main    reservoir, 

74,  75,  78 

Freight  train,  release   of  bi-akes, 

1S4,  185 

P'rozen  hose  couplings     169 

Frozen  triple 1 61) 

Full  release,  gauge  hands 105 

Full   release  position,  D   8  brake 

valve 107 

Functions  of  triple  valve 27-34 

Ga.sket  leak,  freight  equipment. . .     54 

Gasket  leak,  9i^-inch  pump 131 

Gauge  hand  indications 117 

Gauge  hands,  full  release 105 

Gauge  hands,  movement 114,  115 

Gauge  hands,   running    position, 

105,118 

Graduating  nut 87 

Graduating  pin,  broken 45 

Graduating  port 37 


Index. 


227 


An  asterisk  (*)  denotes  the  subject  is  illustrated. 


PAGE 

Graduating  spring 37,  44 

Graduating  stem 37 

Graduating  valve 24,  25,  37 

Graduating  valve  leaking 50 

Grooves,  feed 31,  32,  37,  42 

Hand     brakes      used    with     air 

brakes 1S6,  187 

Hand  brakes  vs.  air  brakes 1>1,  lvt4 

Heat  due  to  compression 130,  132 

Heating  of  pump ....    ISO 

Heavy  reductions  at  fast  speeds,!  So,  186 

High-speed  brake 158-162 

High-speed    brake    from     quick- 
action 162 

High-speed  brake  efficieuc\- 158 

High-speed  brake  on  engine 162 

High-speed  brake,   percentage   of 

braking  power 158,  159 

♦High-speed  brake  reducing  valve,  160 
High-speed  brake  reducing  valve, 

.^159,  160,  162 

High-speed  brake,  train-line  press- 
ure    159 

High-speed  brake,  use 158 

Hodge  lever 56 

*Hodge  system 209 

Hodge  sj-stem,  short    method    of 

figuring 214,  215 

Hodge  SNstem,  to  figure  levers,  209-212 

Hose  couplings  frozen 169 

Hose  couplings  leaking 166,  167 

Hose  uncoupling 88 

Hose,  use  of  oil 167 

I^ap  position,  brakes  applj-ing 180 

Lap  position,  D  8  brake  valve 109 

Lap  position,  F  6  brake  valve 88 

Leakage  groove 53 

Leak,  at  train-line  exhaust 104 

Leak  at  triple  exhaust 47-49 

Leak,  dry  pipe 120 

Leak  from  little  drum 104,  105 

Leak,  gasket  of  9J^-inch  pump.. . . .  131 

Leak,  hose  coupling 16t),  167 

Leaks,  effect  in  tram  handling...  173 

Leaks,  F  6  brake  valve     102-105 

Leaks  in  auxiliary- 47 

Leaks  in  triple 47 

Leaks  on  slide  valve 46  48 

Leaks  on  traitf  line,  47,  89,  IGS,  180, 

181,  1S8 

Leakv  graduating  valve 50 

Leaky  rotary 102-104 

Leverage,  American  bi-ake. .    . .  21 7-2ly 
Leverage  and  braking  power.  .202-220 

Lever,  first  class 205-206 

Lever  proportions 209 

Lever,  second  class 207 

Lever,  third  class 208,  209 

Levers,  classes 205.  2t'6 

Little  drum 98-101 

*Little  drum 98 

Little  drum ,  leak 104,  105 

Little  drum,  location 98 


PAGE 

Little    drum,   time   of  five-pound 

reduction 101 

Little  drum,  use 99 

Live  lever 5.5 

Long  travel  brakes,  kicking  oflT. . .  187 

Lubrication  of  pump 125,  1 26 

Lubricator,  location 121 

Main  line  governor,  troubles  . . .  94  97 

jNIain  reservoir 74-78 

Main  reservoir,  capacity 74,  78 

Main  reservoir,  care  of 77 

Main  reservoir,  in  freight  service, 

74,75,78 

Main  reservoir,  in  passenger  serv- 
ice  74,  75,  78 

Main  reservoir,  location 76 

Main  reservoir,  object   14 

:Main  reservoir  pressure T4 

Main  reservoir  pressure. D  8  brake 

valve,  on  lap 116,117 

Main  reservoir  pressure  on  signal 

line 154-156 

Main  reservoir  sizes 74-78 

Main  reservoir,  table  of  efficiency,     77 

Main  reservoir,  too  small 75 

M.  C.  B.  rules 198-201 

McKee  slack  adjuster  63 

*  McKee  slack  adjuster 64 

Moisture  in  brake  system 44 


Oil  used  in  hose. 


167 


Packing  leather 51 

Packing  rings,  pump 13i» 

Parts  of  freight  equipment. .  .51,  53,  54 
Passenger  service,  main  reservoir. 

74,  75,  .8 

Passenger  train,  release  of  brakes, 

183,184 

Percentage  of  braking  power, high- 
speed brake 158,  159 

Pin  valve  in  pump  governor 140 

Pipe  connections,  D  8  brake  valve,  l07 

Piping 196.  197 

Piston,  emergency .36-38 

Piston,  equalizing,  will  not  ri.se, 

102,103 

Piston  in  pump  governor 140 

Piston  lever 5.5 

Piston  sleeve 51 

Piston  travel 55-65 

Piston  travel,  adjustment 55,  63,  65 

Piston  travel,  car  light 62 

Piston  travel,  car  loaded 62 

Piston  travel,  car  running 61,62 

Piston  travel,  car  standing 61,  62 

Piston  travel,  determination  of. . .     62 
Piston  travel,  effect  on  pressure,  56  61 

Piston  travel,  long 63.  65 

Piston  travel,  proper  length..   . .  63  64 

Piston  travel,  rule 221 

Piston  travel,  short 63,  65 

Piston  travel ,  uneven 69 

Piston  travel,  variation  in 6^.  63 


228 


Index. 


An  asterisk  (*)  denotes  the  subject  is  illustrated. 


PAGE 

*  Plain  triple "22 

Plain  triple  -Jl,  22-26 

Plain  triple,  emergency  position . .     33 

Plain  triple,  parts ' 22-24 

Plain  triple,  service  position 32 

Plain  triple,  use  34 

Preliminary  exhaust  port,  closed..  105 
Pressure  adjustment,   D  8  brake 

valve 115,116 

Pressure,  black  gauge  hand 8S 

Pressure  brake  cylinder 56-59 

Pressure  excess     92 

Pressure  governed  by  piston  travel, 

56-61 

Pressure  high  on  train  line 117 

Pressure  in  brake  cylinder,  emer- 
gency   53-6  0 

Pressure,  red  gauge  hand 88 

Pressure,     regulation    on     signal 
line 15T 

*  Pressure  retaining  valve 67 

Pressure  table,  brake  cylinder.  ...     57 

Proportions  of  levers 209 

Pump  governor, old  stj'le.troubles, 

...   141,143 

Pump  governor  pin  valve 140 

Pump  governor  piston 140 

Pump  governor  relief  port 139 

Pump  governor  slot  in  stem. .    . .     142 
Pump   governor   with   D   8  brake 

valve 109-116 

Pump,  groaning 125 

Pump,  heating loO 

Pump,  location 131 

Pump  lubrication 125,  126 

Pump ,  packing 125 

Pump  packing  rings 130 

Pump,  pounding 126 

Pump  receiving  valves  stuck.  .127,  128 

Pump  speed 129 

Pump,  starting  of 126 

Pump,  steam  exhaust 131 

Pump,  use. 120 

Pump  valves,  stuck,ho\v  loosened,  128 

Pumps 120-135 

Capacity... 121 

6-inch  pump 120 

8-inch  pump.  See  Pu  mp,  8-inch. 

914-inch  pump 121-132 

914-inch  pump,  care 125  132 

914-iiich  pump,  gasket  leak. . . .  131 
914-inch  pump,  operation..  121-125 
914-inch  pump,  Plate  B. 

914-inch  pump,  .stopping 129 

9V^-inch  pump,  troubles 125-132 

914-inch  pump,  valve  lift 130 

Pump,  6-inch   120 

*  Pump,  S-inch 133 

Pump,  S-inch 132-135 

Pump,  8-inch,  blows  of 135 

Pump,  8-inch,  lift  of  valves 1H2 

Pump,  8-inch,  operation 132-135 

Pump,  S-inch,  troubles  135 

Pump,  914-inch 121-132 

Pump,  9i4.inch.    Plate  B. 


PAGE 

Pump,  914-inch,  care 125-132 

Pump,  914-inch,  operation 121-125 

Pump,  914-inch,  stopping 129 

Pump,  9f4-inch,  troubles 125-132 

Pump,  914-inch,  valve  lift I80 

Pump,  cleaning ...     131 

Pump,  cooling 130 

Pump,  dancing 130,131 

Pump  discharge  valve,  stuck 127 

Pump  discharge  valves, poor  seats,  128 
Pump  governor,  adjustment  with 

F  6  valve 87 

Pump  governor,  %  and  1-inch  im- 
proved   140 

Pump  governor,  diaphragm  142 

Pump  governor,  drip  pipe 139 

*  Pump  governor,  improved 13S 

Pump  governor,  improved,  opera- 
tion  137-139 

Pump   governor,  improved,  trou- 
bles  139,140 

Pump  governor,  location 121 

*  Pump  governor,  old  style 141 

Pump  governor,  old  stvle,  opera- 
tion     .'...140,  141,  143 

Pump  governors 137-143 

Quick-action  triple,  advantages...    35 
Quick    action    changed    to    high- 
speed brake 162 

*Quick-action  triple 38 

Quick-action  triple  in  emergency,    37 

Quick-action  triple,  parts 36-38 

Quick-action  triple,  strainer.  .36,  38,  42 
Quick-action  triple, troubles,  41-50, 

89.  40,  42.  43,  44 

Quick-action  Westinghouse  triple. 
35-40 

Receiving  valves  of  pump,  .stuck, 

127,128 

Recharging  on  grades 174 

Reducing  valve,  high-speed  brake, 

159.160.162 

Reductions,  loss  of  power 176.  177 

Reductions    of    train-line    press- 
ure  174-177,181 

Release     of    brakes     on    freight 

trains 184.  185 

Release  of  brakes  on  grades — 17S,  179 
Release    of  brakes   on    passenger 

trains 1S3,  184 

Release  position,  F  6  brake  valve, 

83,  85 

Release  spring 51 

Release  spring,  weak . .  169 

Relea-se  valve 54 

Relea.sing  brakes 59-61 

Relief  port  in  pump  governor..  .^  139 

Retainer,  gains  made  with 71-73 

Retainer,  missing 1 68 

Retainer,  table  of  value 72 

Retainer,  testing 69 

Retainer,  troubles 69 

Retainer,  when  put  in  use 69,  70 


Index. 


229 


An  asterisk  (*)  denotes  the  subject  is  illustrated. 


PAGE 

♦Retaining  valve 67 

Retaining  valve,  location  of 66 

Retaining  valve,  operation 67  69 

Retaining  valve,  use  of.  .70,  71,  1S5, 1S6 
Retaining  valve,  Westinghouse.  .66-73 

Retaining  valve,  where  used 66 

Revexse    lever    used    with    driver 

brakes 19(i-l!t2 

Rotary,  leaky KJ2-104 

Rotary  of  D  8  brake  valve,  bottom 

view 112 

Rotary  of  D8  brake   valve,  leak- 
ing   115, 117 

Rotary  of  F  6  valve,  bottom  view,     90 

Rotary  test 103,  104 

Rubber-seated  valve 36-38,  47-4!i 

Rule,  area  of  piston 222,  223 

Rule,  distance  in  train  stops 222 

Rule,  equalization  between  auxil- 
iary and  cylinder 223,  224 

Rule,  piston  travel 221 

Rule,  shoe  movement 221 

Rule,  total  leverage 221 

Rule,  volume  of  cylinder 223 

Rules,  M.  C.  B 198-201 

Running  position,  D  8  brake  valve, 

1118,  109 

Running  position,  F  6  brake  valve, 

85,  S7 

Running  position,   gauge    hands, 
105,  118 

Service  port 37 

Service  position,  D  8  brake  valve, 

109,  111 

Service  position,  F  6  bi'ake  valve, 

89,90 

Service  position  of  plain  triple 32 

Shoe  movement,  rule 221 

Signal  apparatus  on  coach 145 

*Signal  apparatus  on  coach 146 

Signal  apparatus  on  engine.  ...144,  145 

*Signal  apparatus  on  engine 144 

Signal  cord.  u.se  of 150,  151 

Signal,  improper  response 153-157 

*Signal  improved  reducing  valve,  150 
Signals  in  testing  passenger  train,  170 
Signal  line,  lack  of  air  at  car  dis- 
charge valve 153 

Signal-line     pressure,    regulation 

of    157 

Signal-line  pressure,  testing 156 

Signal  line,   with  main  reservoir 

pressure. 154-156 

*Signal  old  style  reducing  valve  ..152 

Signal  pipe,  lack  of  air 152,  153 

Signal  reducing  valves. ..  .145  147,  157 

Signal  system 144-157 

Signal  system,  passage  of  air 14S 

Signal  svstem,  troubles 152  157 

Signal  valve  148  150 

*Signal  valve 149 

Signal  valve,  baggy  diaphragm...  154 

Signal  valve,  location 145 

Signal     -iiistle 147,  14S 


PAGE 

^Signal  whistle 151 

Slack  adjuster,  McKee 63 

♦Slack  adjuster.  McKee.. 64 

Slide  valve 25,26,37 

♦Slide  valve  39 

*Slide  valve  bu.shing 39 

Slide  valve  leaks 40-48 

Slide-valve  spring 37 

.Slid  wheels 179 

Slot  in  pump  governor  stem 142 

Slot  in    rotary    seat,    D    8   brake 

valve 112,113 

Speed  of  pump 129 

Stevens  svstem,  short  method  of 

figuring 214,215 

Stevens  svstem,  to  figure  levers,  212,  213 

Stickv  triple 45,  47 

Stops  on  turntable 182.  183 

Straight  air  brake 17,  18 

Strainer,  quick-action  triple, 36,  38,  42 

Stuck  brake 168,170,179,187 

Stuck  pump  valves,  how  loosened,  12s 
Sweeney  compressor 136 

Taking  on  cars 186 

Tank    brake    release  using  emer- 
gency       182 

Test,  train-line  leaks 173,174 

Testing,  brakes  applied  for  engine, 

172, 173 

Testing  retainer 69 

Testing  signal-line  pressure 156 

Testing,  train-line  reduction 172 

Three-way  cock 79,  100,  101 

Total  leverage,  rule 221 

Train  charging 165,  172 

Train  handling 171-195 

Train  handling,  effect  of  leaks  ...  173 
Train  handling,  initial  steps..  171,  172 

Train  inspection 163-170 

Train  inspection  after  charging. . .  165 
Train     inspection,     initial    steps, 

164,  165,172 

Train  inspection,  uecessitj'  of.  . .     16;? 

Train  inspection,  report 166 

Train  inspection,  where  begun. . .     163 

Train-line  check 36  38 

Train-line  check  spring 38 

Train-line  exhaust,  flash  at 114 

Train-line  exhaust  leak. 104 

Train-line  governor 93  97 

♦Train-line  governor 94 

Train-line  governor,  dutj- 93 

Train-line  governor,  no  excess. .  .94,  95 
Train-line  governor,  operation. ...  93 
Train-line  governor,  removal  of...  97 
Train-line  "governor,  troubles  — 94-97 
Train-line  governor,  when  used ...  93 
Train-line  leaks,47,  89,16S,  180.  181,  18S 
Train-line  leaks,  how  to  test  for, 

173,174 

Train-line  pre.ssure,  high 117 

Train-line     pressure,    high-speed 

brake 159 

Train-line  reductions 174-177,  1^1 


230 


Index. 


An  asterisk  (-)  denotes  the  subject  is  illustrated. 


Train-line  reduction  in  testing 172 

Train-line  reductions  with  aid  of 

retainers 1T9,  180 

Train  stops,  distance  figured 222 

Train  tests,  Westinghouse 194,  195 

Travel,  piston. £5  65 

Triple  exhaust  leaks 47-4'.) 

Triple,  frozen 169 

Triple  leaks 47 

Triple  parts,  quick-action B6  38 

Triple  piston  stem 37 

Triple,  plain 21 ,  22-26 

*  Triple,  plain 22 

Triple,  plain,  emergency  position..    33 

Triple,  plain,  parts ' 22-24 

Triple,  plain,  service  position 32 

Triple,  plain,  use ...       34 

Triple,  quick-action,  advantages..     35 

*  Triple,  quick-action 38 

Triple, quick-action, in  emergency,     37 

Triple,  sticky 45,47 

Triple, Westinghouse  quick-action, 

::5  40 

Troubles,  feed  valve 94-97 

Troubles,  improved  pump  gover- 
nor    139,140 

Troubles    of   quick-action    triple. 

39,  40,  41-5),  42-44 

Troubles,    pump    governor,     old 

style 141-143 

Troubles,  signal  system l.o2-157 

Troubles,  train-line  governor. . .  .94  97 

Troubles,  F  6  brake  valve 102-105 

Troubles,  8-inch  pump 135 

Troubles,  D  8  brake  valve 114-117 


Troubles.  9]^-inch  pump 125-132 

Tioubles,  with  retaining  valve. ...     69 
Turntable  stops 182,183 

Valve,  emergencv 36-3S,  47-49 

Valve,  graduating 24,25.37 

Valve  lift,  9>^-inch  pump 130 

Valve,  rubber  seated 36-3S,  47-49 

Valve,  slide 25,26,37 

Volume  of  cylinder,  rule 228 

"Warning  port 85 

Water  tank  stops,  passenger  train, 

183,184 

Weak  release  spring 169 

Weight  of  engine  on  drivers,    to 

find  braking  power   217,  218 

Westinghouse  brakes,  comparative 

efficiency   . .      161 

Westinghouse     engineer's     brake 

valves 79-119 

Westinghouse  freight  equipment, 

51-54 

Westinghouse    high-speed    brake, 

158-162 

Westinghouse  pumps 120-135 

Westinghouse     pump    governors, 

137-143 

Westinghouse  retaining  valve 66-73 

Westinghouse  train  tests 194,195 

Westinghouse   whistle   signal  svs- 

tem...    144-157 

Wheels,  .slid 179 

Whistle  signal  systen.    See  Signal 

system. 


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"5H0P  KINKS/' 

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implies  and  there  is  eaou^h  useful  information  in  the  book  to  repay  the  outlay 
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emplovedin  various  shop^,  determine  which  is  best  adapted  to  his  particular  case, 
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SCCOXD     EDIXIOX, 


—  BY  — 
ROBERX  ORII»ISHA^W,  I»I.  E. 

Aiithor  of  "Steam  Engine  Catechism,"  etc. 

Telling  how  to  Erect,  Adjust,  and  Run  the  Prin- 
cipal Steam  Engines  in  use  in 
the  United  States. 


cot«xf;]sxs  : 

PrincipaIv  Features  of  Various  Special  Makes 
OF  Engines,  viz.: 
ArmiLigton  cc  Sim:,   Atlas,  Buckeye,  Cummer,  Eclipse- Corliss, 
Fitchburg,    Eraser    &    Chalmers'    Corliss,    Frick -Corliss,    Greene, 
Ide,    Porter-Allen,  Porter-Hamilton,    Putnam,    Russell,  Straight- 
Line  Twiss,  Watertown,  Westinghouse,  Wheelock. 

Temper  Cut-Off,  Shipping  and  Receiving  Foun- 
dations, Erecting  and  Starting,  Valve- 
Setting,   Care  and    Use,   Emer- 
gencies, Erecting  and  Ad- 
justing Special  _ 
Engines  : 
Armington  &  Sims,  Atlas,  Buckeye,  Corliss,  Fitchburg,  Eraser  & 
Chalmers'  Corliss,  Gardner,  Harris-Corliss,  Ide,  New  Economizer, 
Phoenix,  Porter-Allen,  Porter- Hamilton,  Putnam,  Rollins,  Russell, 
Straight-Line,  Watertown,    Westinghouse,    Wheelock,    Whiting, 
Woodbury-Booth . 

Second  Edition.  366  Pages.  Fully  Illustrated. 

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Tenth  and  Enlarged  Edition,  Just  Issued. 


The  Steam  Engine  Catechism. 

By   ROBHRX  GRIMSHAl^,   M.   C, 

Author  of  "  Engine  rRuNNER's  Catechism,"   "Locomotive  Catechism,"  Eleventh 
Edition,  "'Boiler  Catechism,  "  "Shop  Kinks,  "  etc.,  etc.,  etc. 


A  Series  of  Direct  Practical  Answers  to  Direct  Practical  Questions, 

Mainly  Intended  for  Young  Engineers  and  for  Examination 

Questions. 


NEARLY  1000  QUESTIONS  WITH  THEIR  ANSWERS. 


Two  Yolumes  Bound  in  One  Volume,  413  Pages,  Fully  Illustrated. 

PRICE,  $2.00. 


What  is  said  of  this  book : 

United  States  Government  Endorsement. 

^avt  department,  i 

bukeau  of  steam  engineering,    ( 

Washington,  D.  C. 
"  I  am  of  the  opinion  that  for  the  i)ractlcal  instruction  of  students  and  young  en- 
jrineers,  Grimshaw's    'Steam  Engine  Catechism '   and  'Engine  Runner's  Cattchism  ' 
are  of  great  value,  besides  containing  many  points  ofuse  to  those  older  in  the  profession.  " 
(Signed)  G.  W.  Melville,  Engineer-in-Chief,  U.  S.  A. 


"  A  valuable  work,  technically  correct  and  up  to  date.  Should  be  in  every  engineer's 
hands.  ^''—Marine  Journal. 

"  *  *  *  It  \\-iIl  serve  admirably  as  a  guide  to  those  about  to  be  examined  for  a  license 
or  for  admission  to  engineering  societies,  etc.  It  is  liberally  illustrated  and  6U{)plied 
with  reference  tables.  The  title  of  this  book  is  so  complete  that  its  design  may  be 
comprehended  at  a  glance.  It  is  a  practical  work  intended  for  practical  men.  " — Aoe 
of  Steel. 

"  It  is  a  hand}-  volume  to  have  about,  in  this  day  of  Civil  Service  examinations.  " — 
Engit^eerina  Neu's. 

"  Not  only  young  engineers,  but  all  who  desire  rudimental  and  practical  instruction 
in  the  science  of  Steam  Engineering,  u  ill  find  profit  in  reading  the  '  Steam  Engine 
Catechism  '  by  Robt.  Grimshaw.  " — Mtchanical  JS'ews. 

Lack  of  space  prevents  usfiv?n  pjintinq  hundreds  of  testimonials 
similar  to  the  above. 


NORMAN  W.MENLEY  &  CO.,  F^ublishiers, 

132  NASSAU  STREET,  NEW  YORK. 
*♦*  Copies  sent  on  receipt  of  price. 


UCSB   LIBRARY 


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